2021 Kawasaki KX450X Top 5 Mods

Written/Tested By: Gary Sutherlin

The 2021 Kawasaki KX450X has been a bike I’ve been interested in putting some time on ever since Kawasaki decided to jump back into producing an off-road 450. I don’t care who you are, but there’s something nice about rolling up to the track or trails not having to worry about a stand. Unfortunately, Kawasaki missed big with their kickstand placement and as functional as it may be on the showroom it needs to come off ASAP if you’re planning to lean the bike over riding at all. After a few days of riding, I had a pretty good direction of a few things I wanted to try to improve on the KX450X.

AEO/REP Suspension:

The stock valving on the KX450X was too soft for both off-road and MX riding for me. Although it was comfortable it didn’t have the hold up and performance that I wanted for both types of riding. After talking with Mark at AEO we decided to lean more towards an off-road setup and highlight what this bike was designed for. My first impression was exactly what I asked for, the valving had more hold up, a progressive feel throughout the stroke, and the added performance to push in rougher areas. I rode this set up at MX tracks, California desert and rocky single track in Arizona. If I was going to ride both moto and off-road I think I would stiffen the low-speed compression both front and rear to help the performance at the motocross track but not taking too much away from how well it works for trail riding. This setup really shined at everything I threw at it while trail riding, it soaked up all the rocks, small chop and square edges but had enough bottoming resistance that I could still hit bigger whoops and g-outs without completely hammering my back. www.repsuspension.com

Ride Engineering Linkage:

I used to put a different linkage pull rod on my Kawasaki’s back in the day, which was a couple generations of KX models ago, but always saw a big improvement with the ride attitude of the machine. With the stock link I found that the sweet spot for sag and balance, which was around 105-106mm with the link. With Ride Engineering’s link I tried the same sag numbers but realized the balance of the bike was off and too low in the back, so I bumped it up to 102mm to get the bike more balanced for what I prefer. Once the balance felt right, I noticed how well the bike drove through square edge bumps under acceleration, had an increase in rear wheel traction and helped keep the rear wheel planted to the ground. It helped in areas I hadn’t even noticed the KX450 was lacking with the stock link, so this was a surprise mod that I was not expecting too make that big of a change, but was one of the top mods that I did to the green machine. www.ride-engineering.com

Ride Engineering 22mm Offset Clamps:

One of the first things that had me scratching my head with the Kawasaki was the vague feeling I was getting with the front end of the KX450X on lean angle. I felt like I would have traction then, bam, the front wheel was gone and I found myself picking myself up off the dirt. Adrian at Ride Engineering has been testing this clamp set up for awhile and asked me to give it a try and I figured this may be the ticket to stop finding myself lying in the dirt. The 22mm offset helped with front end traction that I was lacking with the stock clamp making it feel more planted and gave me more confidence in the front end anytime I was leaning the KX450X. I found the clamp to work well on single track trails and the flowing desert. My lean in while setting up for a turn was more controlled and seemed to help me change directions on the trail quicker and pick better lines. I did notice on faster high-speed bumps I was getting more feedback in the bars with the 22mm offset clamp than with the 23mm offset. I think going to the 22mm offset might increase rigidity a tad on square edge. When you make one area better sometimes it takes a little away from the other but I think it was a good improvement across the board and made the front end better for what I set the bike up for. www.ride-engineering.com

ARC Levers:

The simplest but most effective change to the KX450X was new ARC clutch and brake levers. In stock form the levers had me wondering if I ever used a clutch and front brake before, they’re oddly skinny and the engagement point was in a weird spot for me. I chose to use ARC Memlon levers over the aluminum for off-road. Bob over at ARC is a clutch and brake warlock giving you the options to make lever engagement and feel for ANYONE!. With his “Flip Chips” allowing you 6 different power ratios you really can make a personalized feel for you. Bob recommended the 16-17 ratio and it helped put the engagement a little closer to my fingers and improved the control while cornering. I know a lot of people think the Memlon front brake levers flex too much, but I really like the feel of the lever and don’t have a problem getting the KX450X to slow down for my thick ass. Plus, if you’re out trail riding and one of those pesky rocks comes out of nowhere, you might find yourself on the ground, the last thing you need is riding the rest of the day without a clutch or brake lever. www.arclevers.com

Brake Tech Brake Piston:

Calling all brake draggers!! I’ve used this product for the past few years on my KTM’s and it’s been a game changer. I have a lead foot and drag the brake a lot to help steer the bike while trail riding (editor’s note: as well as moto!). I noticed in the summer months brake fade on the tighter trails I rode with the added heat. But that was all solved with installing the new brake piston. With Jeff’s brake piston not only is it helping disperse heat through the face of the piston, the back also allows the brake system to hold almost 30cc more brake fluid. Whether you’re riding long trail rides, racing for multiple hours, or just like using that rear brake at the track, this brake piston is a must have on any model bike you have. www.braketech.com

2021 Kawasaki KX450 First Impression

2021 isn’t a ground breaking year for Kawasaki’s KX450, but it did get a couple key changes that make a difference on the track. Kawasaki put more of its R&D focus on the KX250 in 2021 with several changes. I mean the 2020 KX450 was on the podium in almost every media shootout, so a couple refinements could go a long way. I spun some laps on a tight, ruttier type of track rather than the high speed chop of GH and Cahuilla, where most of the other media outlets tested, just so I could abuse the clutch as well as see how the new handlebar made me feel in tight ruts. Here are some thoughts about the refined version of the 2021 Kawasaki KX450.

2021 Change Points: 

New Cone Disk Spring Clutch (On The Track):

Last year I had a problem with the Nissin hydraulic clutch slipping under load. The clutch slipped at times under heavy load/under throttle on super deep tracks. You could also feel the lever start to creep in towards your grip when accelerating out of corners at times. To combat this you had to remove the judder spring and add a fiber to the clutch pack. For 2021 the updated cone disk spring clutch feels much more linear than the 2020 and slips less under load. I say “less” because it can still slip if abused, but now without the judder springs, the KX450 gets traction to the rear wheel in a much better fashion. I experienced more rear wheel traction from area 2-3 in corners and was able to get on the throttle extremely hard without breaking the rear wheel loose (similar to a KTM feel). I also thought the engagement was a little wider and I could feel that when doing starts back to back with the 2020. It did feel like the clutch change Kawasaki made in 2021 did affect throttle response a little however. I thought the 2020 had slightly more excitement on low throttle situations, but also broke the rear end loose more when the track hardened up. I will gladly take slightly less throttle response with this new cone disk clutch in order to roll my corners better and exit harder. This change can also roll over into your 2019 or 2020 KX450 as well! You can simply order the basket, inner hub, pressure plate, fibers, steels, springs, clutch cover and update your older KX to the cone disk style. 

2021 Change Points:

Renthal 839 Fatbar (On The Track):

It’s just a bar Keefer!? Well… It isn’t just a bar, but it’s also a change to your rider traingle. Yes, of course you can put another set of bars on your older KX’s, but I am still going to tell you about this 2021 change. The 839 Fatbar is the same bar Honda uses on their CRF250/450R models and I love it! It has a lower height (91mm) than the older 971 7/8 bend and a rise that is only 51mm. I also felt slightly more connection to the front tire when pushing hard through corners. How? The larger diameter doesn’t flex as much on the ends of the bar, giving me more of a positive feel through the clamps down to the front wheel. The Renthal Fatbar wasn’t so rigid on slap downs that I felt I needed to go back to 7/8 on this chassis! Welcome to 2021 Kawasaki! Happy to have you! 

Weight Feeing (Chassis): The 21 KX450 is very free feeling yet connected, which makes this bike have a very light/nimble feeling through corners. I am able to lay it down with ease and cut down under a blown out rut almost as easy as a KTM/Husqvarna. I do get a little twitch on de-cel (which can be fixed with a fork spring change), but it wasn't a horrible or un-easy feeling. Straight line stability is still the same straight and arrow Kawasaki feel that you expect, but with added traction because of the clutch. The frame absorption is the best attribute to this machine and other manufacturers should take notice of how well this KX450 feels when the track goes to crap. The whole bike feels friendlier than a lot of other machines on square edge and the only other one that comes close in comfort is the Yamaha YZ450F

Engine Feel: Just in case you were trying to decide on if the 2021 KX450 is better than the 2020 version, scroll back up and read about the new clutch and what it does to the power of the new KX450. The 2021 comes on slightly smoother yet still has that lighter/free-revving feel and has minimal engine braking. I went with the stock ECU settings and the white coupler and seemed to like that the most when the track was deep or hard pack. The white coupler gave it slightly more throttle response, but didn’t make it jumpy feeling like the 2020 KX450. The 2021 KX450’s mid range has a nice amount of meat and the smoother pulling power of the top end/over-rev is noticeable on longer straights. I didn’t lose mid to top end pulling power with the black coupler (compared to the the white one), but I could ride the KX450 more aggressively through corners. I however feel like the black coupler is simply too smooth on deeper tilled tracks. The 2021 engine is super connected to the rear wheel and never steps out coming out of corners. This is an impressive power plant! I revisited my 2020 map and preferred the standard map with the white coupler for the 2021 version. 

Suspension: 

The 2021 Kawasaki Showa fork has tons of comfort, but is also too soft/divy for my liking on de-cel. The track I tested at required you to be hard on the throttle then brake heavily coming into the corner and the fork was too low in the stroke, which caused some oversteer. Going stiffer on the compression only hurt de-cel bump comfort, so I settled on going slower on the rebound, which helped some. I then went to a heavier spring rate (0.51) and the balance of the bike greatly improved off throttle. I would think some of that comfort would diminish, but I ended getting more comfort on de-cel bumps because the fork stayed higher up in the stroke. The shock is soft on high speed compression so going in on your high speed compression helps make the shock feel less empty on its end stroke. Below is a setting that I think can make a wide range of riders happier with their stock Showa suspension. 

2021 KX450 Base Suspension Settings:

Fork: 

Spring Rate 0.51 Spring (0.50 is stock) *If B level rider and over 200 pounds 0.52 springs are also a great option*

Oil Level: Standard

Compression:11-13 clicks out

Rebound: 11 clicks out

Fork Height: 3mm

Shock:

Spring Rate: Standard (190 pounds or over, try one spring rate heavier)

Low Speed Compression: 16 clicks out

High Speed Compression: 1 1/8 turns out

Rebound: 10-11 out

Confessional: 

I want to cleanse my sins right here! To the team green die hards out there, you’re right! I NEED to ride this machine more on my own time. Every year I say this and I end up only riding this bike to get you all settings and then I hand it off to one of my testers to create more content. I am NOT going to be doing that in 2021. Can you Keefer Inc. readers/listeners please hold me accountable for this statement in 2021? Every time I ride this bike I really enjoy it, so I must follow my heart and ride this more in 2021. Sincerely, Kris.  

2020.5 Husqvarna FC450 Rockstar Edition First Impression

Yesterday kicked off new bike season and it was Husqvarna that was first out of the gate. The 2020 Husqvarna FC450 Rockstar Edition launch was held at Glen Helen Raceway and it turned out to be great test day as a lot of the West Coast 250 Supercross riders came out to get their outdoor legs underneath them. What did that mean for me while testing? It meant that I had a rough track to evaluate the new Rockstar Edition and really get to know a couple of the updates that Husqvarna highlighted for the new half year model. The Rockstar Edition has an updated ECU setting that really helps wake this machine up on low rpm situations. The current year model has more of a lethargic roll on feel than the new RE, as well as a heavier chassis feel on the track. The updated Rockstar Edition feels lighter around the track (side to side movement) with less engine braking and to me that is directly felt when trying to dive into corners hard.

WP and Husqvarna went with a stiffer suspension setting with the new Rockstar Edition and focused their efforts on more plushness with the AER's initial fork stroke. The updated AER fork has a new mid-valve damping system, new air piston, new hand adjuster on the bottom of the fork for rebound adjustment, and a new elastomer endstop that replaces the hydrostop in order to reduce weight. There is also a new low friction rear linkage seal that provides freer movement of the swingarm in order to help with plushness on acceleration chop. What did all of these changes with the suspension mean on the track? The overall balance of the bike rides higher up in the stroke, but gives the rider more control unlike the standard 2020 FC450. The standard FC450 rides low in the stroke and that can upset the chassis when pushing hard into corners, but with the new Rockstar Edition, there is more control and less movement on de-cel. Less movement means less pitching and more front end traction on lean angle. I always had a problem with past AER fork's having minimal feel on throttle while leaning, but the updated fork has better traction when I am trying to roll my corners under throttle. 

I didn't really feel anything with the updated low friction seal inside the linkage, but I will try to ride the standard FC450 version against the RE, to really hone in on that part of the bike in the weeks to come. The shock does have a kick to it on de-cel so thinking that it was too low in the stroke, I went in on the high speed a quarter turn and this helped balance the Husqvarna out going into corners. Once that adjustment was made I was able to drive harder into corners without upsetting the rear of the bike as much. Sticking with a 105mm sag reading is something you should try to follow if at all possible. Going to a higher sag measurement only hurts the AER fork’s plushness and will give you less rear wheel traction out of corners.  

I like that the FMF 4.1 slip on comes with the insert installed as this helps with throttle response and gives the Rockstar Edition slightly more connection out of corners. The exhaust note is more pleasant to the ear with the insert installed, but if you want a little more mid range pull, mating the 4.1 muffler with the megabomb headpipe will do this. The Pro Taper handlebar remains the same on the new Husqvarna, but with the fork now staying up in the stroke more the overall bar height doesn't feel as low. It feels as if I have more room in the cockpit and my arms don’t hang so low when diving into ruts. 

If you feel like there is some harshness in your front end you can try going to a 9Nm torque setting on the bottom triple clamp and that can actually help relax the front end a little under load. I did this at Glen Helen and it really helped when hitting bumps coming down the hills without negatively affecting other areas of the track. 

Even though this is a first impression I feel the changes Husqvarna made to the 2020 FC450 Rockstar Edition do make a noticeable difference on the track. The updates Husqvarna made were very similar to the ones I made to my standard 2020 FC450 test bike, but instead of slapping on a pair of $3000.00 WP XACT spring forks, this updated AER fork is giving me the front end traction feel that's similar to my more expensive A-Kit style spring version. That's good news! WP should be commended for sticking this whole air fork thing out. To me it seems like they're working towards getting their air fork to feel more like a spring fork.  

OVERVIEW: 

Rockstar Energy Husqvarna Factory Racing team graphics

Updated WP XACT split air fork with a redesign of the internals
including a new mid-valve damping system and new oil bypass in
the outer damping-leg tube to increase comfort and performance

Updated settings on the fully adjustable WP XACT rear shock for
superior suspension performance and feeling

Vented airbox cover included that can be changed without the use
of any tools for a sharper throttle response according to rider
preference or track conditions

PANKL conrod with a bushing in the small end reduces friction for a
faster revving engine

Billet aluminum REKLUSE clutch cover increases durability while
enhancing the factory look

CNC-machined triple clamps with adjustable offset [20 – 22 mm] and
perfect fork clamping

Ultralight FMF Racing Factory 4.1 silencer with titanium body and
carbon end cap

Anodized D.I.D DirtStar rims with machined, anodized hubs and
three-cross pattern in the front for optimal handling

Hydro-formed frame with black premium powder coating

Magura hydraulic clutch for perfect modulation in all conditions

Floating front waved disc with disc guard

Lightweight and robust carbon fiber and polyamide composite
subframe

Carbon fiber reinforced engine protector and mechanical holeshot
device as standard

Handlebar-mounted map select switch also activates launch and
traction control 

2020 Husqvarna FX450 First Impression (with specs)

Are you a hybrid type of rider that likes to ride off-road as well as some motocross? Maybe you’re not just a one dimensional rider and would love to go race a GP on the same weekend as a local motocross race. Well Husqvarna has a bike that is directed towards that type of rider! The FX450 is very similar to the FC450, but the FX450 comes with different ignition mapping, softer suspension valving, a softer rear shock spring, an 18-inch rear wheel, a kickstand, and a 2.25-gallon tank. It’s not green sticker legal and doesn't come with a spark arrestor so be forewarned that you may want to add a slip on spark arrestor to this steed in order to make “Johnny Law” happy. To test this Husqvarna out, I decided to get the hell out of California, in order to get a different perspective/first impression of the FX450 in the vast terrain of Rio Rancho, New Mexico. The area I tested at had a wide variety of tight single track, long sandy uphills, technical rocky terrain, fast whoop sections, as well as the occasional natural terrain motocross/turn track. Perfect for this kind of test! The downside? I didn’t have a professional photographer with me to get the bike in action. This was a true to life off-road trail ride with your buddies, talking trash, bench racing, but without the cool guy photographer. We will eventually get some action shots, but to me, the most important aspect to any test is getting the information across to you all. Hopefully we can do that in this article.

Nothing says variety like a barber shop, a bar, a bath house, and a 2020 Husqvarna FX450 in a photo.

If you’re looking to take this Husqvarna straight from the dealer show room to your local BLM trails, you might want to get a spark arrestor. The FX450 has a closed course designation, so in order to be “legal” make sure to be prepared before you venture out into public lands. After spending almost five engine hours on the 2020 Husqvarna FX450 I came away with this impression as well as the suspension setting below.

Engine: Just like the FC450, the FX450 is deceivingly fast. I received the bike with 0.2 hours on it and it took 1.8 hours for me to actually feel the engine free up. There was a lot of engine braking in the initial hour or so, but after that you can feel less de-cel pitching and more overall torque/pulling power. The FX450 should feel like the FC450 because it’s the same motor, same gearing as a 2019 FC450 (13/48), but the FX450’s ECU settings are smoother throughout the power curve. You may want more excitement on low RPM’s if you're in sandy conditions, but on tight single track the engine is buttery smooth and easy to ride in second gear. This engine isn't a huge third gear torque monster like the YZ450FX, but if you learn to ride in second gear instead of third, the FX450 can chug/lug up anything with ease. Second gear is longer than the YZ450FX, so if you're coming off of another brand just know that a lower gear is more usable than you might think. Another feature that makes me smile is how much top end  pulling power the FX450 has. Got a long sandy hill you need to get up? Not a problem. Click the Husqvarna FX450 into either third or fourth gear and let it do the work for you. It literally feels like it never hits the rev limiter and keeps pulling where other bikes require more finesse shifting. The FX450 comes with a handlebar mounted map switch just like the FC450, but going back and forth between map 1 and map 2 didn't prove to be life changing in either direction. Both maps feel similar and putting the FX450 into “TC” mode helps with slow speed slippery conditions, which didn't happen very much where we were riding. The overall engine character is an easy to ride, yet super powerful pull that fits a wide range of riding abilities. It’s not going to rip your socks off, but it’s one of those engines that you appreciate the more you ride. 

Chassis: On this test, I ended up going back/forth between a 2019 Yamaha YZ450FX and the Husqvarna FX450. While doing this I noticed that the Husqvarna may not feel as planted on high speed trails as the Yamaha, but when in tight single track the Husqvarna feels more playful and easier to manage. The Husqvarna has a good amount of traction on lean angle and although it’s not as stable as the Yamaha at high speed, it can be dialed in with some suspension tuning to make it better when twisting the throttle hard down a rough, long trail (see suspension setting). The FX450 loves flowy type single track where the trail goes back and forth. We had a five mile section of trail that was similar to a long turn track and the Husqvarna absolutely feels at home in these types of conditions. The faster, more rolling whoops there were, the more I felt like the Yamaha was better suited for me in those areas of the trail.

Suspension: The trails that I tested on had more than enough variety in terrain and I felt anything other than very slow/rocky terrain, the Husqvarna needed more hold up, especially in the front end. Below is the setting that I came up with that gave the Husqvarna FX450 the most balance, as well as the most comfort for a rider between 170-195 pounds (without gear). With this setting the FX450 becomes more stable at higher speeds as it just slows the action of the suspension down, which allows you to hit obstacles at speed faster/harder with more confidence.

Fork: 

Fork Height: 3mm (5mm on tighter single track)

Air Pressure: 10.3-10.4 bar (10.1 stock)

Compression: 10

Rebound:  11

Shock:

Sag: 105mm

L/S Compression: 12

H/S Compression: 1-3/4 out

Rebound: 11

Ergonomics/Extras: The rider triangle of the Husqvarna FX450 is comfortable for the long haul. I rode almost a 100 miles on its maiden voyage and felt comfortable on it right away. For motocross I usually like to trim the stock handlebar down, but for west coast off-road conditions, the FX450’s bar length (811mm) was nice because it put me in a better rider attack position when standing up all day. Husqvarna needs to rethink their seat cover material for the FX line up however as I feel as if it’s a much too aggressive seat cover for a rider that is in the cockpit for more than 4-6 hours a day. The fuel range of the Husqvarna FX450 is superb as I managed to squeeze in over 50 miles on a tank of fuel (with a little to spare), with miles that were mixed with plenty of gas guzzling sand.  

Some of the backdrop in New Mexico where we tested the 2020 Husqvarna FX450.

FAQ: “Keefer, should I get a Husqvarna FC450 or FX450”? If it was me and I was doing a 70/30 off-road to moto ratio, I would be on a FX450 simply because of the comfort that I get on longer trail rides. The FC450 is made to carve inside lines and go fast and I feel like the FX450 is more of a friendlier machine for longer distances. Yes, it’s still fast, but it has more comfort with its suspension and ECU settings, where the FC450 has a firmer, slightly snappier throttle response. The occasional moto session with your buddies is fine on the FX, as long as you go to a suspension setting that doesn't bottom up faces of jumps. The stock FX450 suspension setting is much too soft for a motocross track. 

FAQ: “Keefer, will my FX450 parts interchange with my FC450 and vice versa”? Yes, the FX450 parts (wheels, tank, etc.) will bolt right onto the FC450”. 

This is just a first impression… I will be logging more off-road miles on this machine and may even take it to a Grand Prix event just to see how versatile this Husqvarna FX450 really is. If you want to “hear” what I have to say about the Husqvarna FX450 and get some extra tidbits you may have not received in this article, listen to the RMATVMC Keefer Tested Podcast. If you have any questions about this test or the 2020 Husqvarna FX450, please feel free to email me at kris@keeferinctesting.com.

HUSQVARNA FX450 SPECS:

Engine type: SOHC, electric-start, 4-valve

4-stroke

Displacement: 450cc

Bore & stroke: 95.0mm x 63.4m

Fuel delivery: Keihin EFI, 44mm

Fuel tank capacity: 2.3 gal. (8.5 l)

Lighting: No

Spark arrester: No

EPA legal: No

Running weight, no fuel: 224 lb.

Wheelbase: 58.5″ (1485mm)

Ground clearance: 14.6″ (370mm)

Seat height: 37.8″ (960mm)

Tire size & type:

Front: 90/90-21 Dunlop Geomax AT81F

Rear: 120/90-18 Dunlop Geomax AT81

Suspension:

Front: WP AER 48, adj. reb./comp.,

12.2″ (310mm) travel

Rear: WP aluminum piggyback, adj. prld.,

hi & lo comp., reb., 11.8″ (300mm) travel

Country of origin: Austria

Suggested retail price: $10,099

Manufacturer: www.husqvarna-motorcycles.com

2020 Yamaha YZ450F World Vet National Race Weapon

I am a goal driven person and I like to set goals for myself, so I usually pick two big goals each year. The two goals I set out for myself for 2020 were as follows: to race the AMA Lucas Oil Pro Motocross nationals and of course the Dubya USA World Vet Championships at Glen Helen. We all know how the AMA outdoors went for me so we are moving on to Glen Helen this weekend. I chose to race two different bikes again this year at the World Vets, but wanted to have one of my race bikes fairly stock, just like your average weekend racer. Of course I chose the 2020 Yamaha YZ450F as my stock-ish race weapon, because it simply provides the most comfort and engine performance to go race in stock trim. I did manage to tweak a few things on the Yamaha and I wanted to fill you in on what you guys can do to your YZ450F. Doing these simple mods to your Yamaha could help you check those boxes next to your yearly racing goals. 

Pro Circuit Ti-6 Muffler System: The exhaust note on the Pro Circuit Ti-6 is not near as loud as the stock exhaust note as the Ti-6 has a deeper and slightly quieter pitch, which I personally like more. The power delivery is slightly smoother down low, but only on initial throttle opening. This is a good thing for the 2020 YZ450F as the smoother initial delivery will help you roll your corners better. At 0-5% throttle position there is a slightly softer RPM response, which I didn't mind on nasty, dry, choppy tracks in Southern California. If I needed more bottom I simply ran a more aggressive map and that helped the “pop” I was looking for out of corners. I usually ran the TP 3.0 map with the Pro Circuit system and it made me happy with the amount of smooth roll on power I had. The rear wheel definitely feels more connected to my throttle hand and in comparison the PC system has more bottom end power than that of the Yoshimura system that I tested on the 2019 model. The mid-range is where I wanted more power out of the Yamaha and this is where exactly the PC system delivers. The meat of the Ti-6 power out of corners and accelerating down the next straight is much better than stock. I am able to use second and third gears longer with the PC system (compared to stock) and even though the low RPM response is slightly softer than the stock system, the mid-range RPM response is much more instant (AKA, recovery time). Mid- range RPM response is crisp and makes the Yamaha feel “lighter” when trying to hop over square edge choppy areas of the track when accelerating. Top end pulling power is as good as stock as the PC Ti-6. Another feature that I liked about the Ti-6 was that I was able to shift into fourth gear sooner on long straights and can use fourth gear longer than I could with the stock muffler. This power character that the Pro Circuit Ti-6 muffler provides is built for Glen Helen. Slippery corners, with long straights that require fourth gear. 

Twin Air Power Flow Filter Kit: If you want to get rid of the somewhat janky stock air filter cage system of the YZ450F, go with the Twin Air Power Flow Filter Kit. To me the Twin Air YZ450F PowerFlow kit is the best all-around filter system for the YZ450F airbox. Why? With this kit, Twin Air replaces the stock sealing ring with an anodized aluminum mounting plate, gets rid of the backfire screen for uninterrupted airflow, adds an internal filter cage (that supports a bigger air filter), and finishes it off with a CNC-machined aluminum knob to hold the filter in place. This design brings in more air volume, increased air velocity, better sealing around the edges and better throttle response/bottom end pulling power. The downside is that some dirt particles are more prone to fall into your air boot if you're not careful with removing a dirty filter. If you do find yourself in that situation simply get a shop vac and suck out any particles that have found its way inside the air boot. If you DO NOT open/twist your throttle after the particles have found its way inside the air boot, then nothing will get past the throttle body and you’re engine will not get any dirt inside of it. The Twin Air Power Flow Kit takes a little more patience when changing filters, but can add power to your YZ450F. Just be sure to check air boot and use suction as needed.  

Mapping: With the handlebar mounted map switch I found my two favorite maps to go between while racing. I use the “Exciting Power Character” map in the morning hours while the track is fresh and the “TP 3.0” map in the afternoon when it’s drier and beat up. 

Stock Suspension Setting: Since Glen Helen gets abnormally more choppy on “Vet Weekend” I try to stick with softer suspension for comfort, so I am sticking with the stock suspension. Bumps form differently when more older/slower riders are on the track so having a softer setting could make your second moto way more comfortable than having a stiffer set up. Glen Helen doesn't have huge jumps nor does it get ripped very deep for vet weekend so we rebuilt/freshened the stock suspension and are using these settings:

Fork: 

Height: 5mm

Compression: 10 clicks out

Rebound: 9 clicks out

Shock: 

Sag: 103mm

Low Speed Compression: 10 clicks out

High Speed Compression: 1 turn out

Rebound: 9 clicks out 

Tall Seat: Once the stock YZ450F foam is broken down (around 15 engine hours) it can feel like you’re riding in the bike too much instead of on top of it and that can make the rider triangle feel uncomfortable for riders 5’11 and up. Installing the GYTR taller seat helped with the rider triangle feel for me when sitting. The seat wasn’t so tall through the middle where I felt like I was too high above the machine, but instead had a firmer feel than stock and enough height to help my form on the bike. I am fan of the Yamaha stock bar bend, but with the stock seat it can almost make the bar bend seem too high at times because of that pocket feel. With the taller seat it puts me into a more neutral/attack position coming into corners, which forces my arms to stay bent, instead of dropping down and relaxing too much.The transition from sitting to standing is better and requires less effort under throttle. Seat bouncing is needed at times, but when you’re taller (and old), it’s tough to get off your ass to soak up a jump immediately out of a corner. Having just that little bit of extra foam in the middle of the seat makes it easier for me to get off my ass because I don’t have so far to travel to stand. Yes, 3/4 of an inch doesn’t seem like a lot, but it actually makes a difference. In fact I think a 1/2 an inch would have been enough, but I am not hating on the flatter profile of the 3/4 inch height. I had a couple other testers try this seat that were shorter than me (5’9-5’10) and they even thought it was better for them. The gripper cover that comes stock on the GYTR tall seat is as good as the stock seat, but if it was me, I would be looking into getting a GUTS ribbed cover for increased traction while rolling the throttle on out of corners. GUTS seat covers are made well and last.  

Extras: 

Gearing = Stock 13/49

Grips = Stock (Yes, stock grips!) 

Tires = Dunlop MX53 front tire/Dunlop MX33 rear tire 

Fuel: VP MR Pro-6

2020 Yamaha YZ450F Start Up/Baseline Settings/Tips/Tricks

The Yamaha YZ450F is winning a lot of shootouts this year with it’s completely redesigned frame and engine layout as well as a stiffer suspension package that makes the bLU cRU ride a race-ier type of machine. I am fan of machines that are fun to ride as well as make me want to ride faster and this 2020 YZ450F does this for me. Over the past few weeks I have really got to know this bike better by racing it and riding it all over Southern California. Here are some of my settings that hopefully can help you go faster at your local track. 

Suspension: In stock form the 2020 Yamaha YZ450F’s suspension settings are still slightly soft (once suspension is broke in) at times on bigger bumps at speed. Going slower on the action as well as stiffening the compression really helps the whole bike remain planted around the track. The comfort that this KYB suspension has is unmatched and the track toughness it provides makes your life so much less stressful on set up. This setting below will work for most riders ranging from 170-200 pounds. 

Fork: 

Height: 5mm

Compression: 7-8 clicks out

Rebound: 8 clicks out

Shock: 

Sag: 103mm

Low Speed Compression: 8 clicks out

High Speed Compression: 3/4 turns out

Rebound: 8 clicks out 

Engine/Power Tuner App: I have tried several maps on the YZ450F, but have always came back to the two below. The stock engine has a lot of bark from 0-10% throttle opening and for the tracks that we have out here (on the west coast) it’s too much at times. For you east coast riders try the “Keefer 1” map as that should be plenty enough bottom to mid range delivery to get you out of that soft soil, yet keep it manageable/linear to hold onto for a 20 minute moto (YES, I AM JEALOUS OF YOUR DIRT!). For all the rest of you, try the TP 3.0 map as that is the map that I use 80% of the time. The linear/easy to roll on throttle delivery along with the longer pulling power that this map has makes it a tractor around the track. I raced four motos with this TP 3.0 map and pulled 3 out of 4 holeshots at Glen Helen. The connection to the rear wheel is much better for 2020! Yes, these maps will also work on your 2019 YZ450F…  

Muffler: As of right now I am running the stock muffler system, but currently have a Akrapovic, Pro Circuit, and FMF in the shop to test, so hold tight to see if any of these are better than stock. There is nothing wrong with the stock YZ450F muffler so don’t be scared to run a stock muffler on your Yamaha for a long time. Relax. Yamaha makes a great stock muffler system so don't be shy about running it.  

Handlebar Set Up: I really tried hard to like the 2020 Yamaha YZ450F handlebar set up, but couldn't come to grips with the way the bar mounts forced my upper body through corners. It put me in a weird position when diving into ruts and it actually affected my corning speed. I went back to the rear hole with mounts forward and fell in love all over again. I am 6’0 and prefer the 2019 stock hole placement. I love the stock Yamaha bar bend and use that bar bend on almost all of my test bikes, but if you want a little more flex, go with a Pro Taper EVO SX RACE bar (same bend as the Yamaha stock bar). The stock Yamaha bar has a 5mm wall thickness and the Pro Taper EVO has a 4mm wall thickness, so you’ll get more flex. 

Seat: If there is one problem area of the Yamaha it is the seat. The seat still breaks down quickly and can feel clapped out. This makes you feel like you're riding in the Yamaha and not on top. I am usually not a fan of taller seats, but Yamaha’s Accessory (GYTR) 20mm taller seat is actually pretty good. It puts you on top of the bike more and helped my sitting-to-standing transition out of corners. This helps you get off your ass out of the corner because the transition from sitting to standing is not as drastic. Soaking jumps up with your legs is always faster than seat bouncing. If you don’t go with the GYTR seat then go to gutsracing.com and get yourself a firmer or taller foam.

MX3S Front Tire: Yamaha will not want to hear this, but I feel the Yamaha corners better with a Dunlop MX3S front tire rather than the stock MX33. Yes, the MX3S is coming back and will be in stock in a couple weeks. If you’re having trouble with initial lean into corners, get yourself a Dunlop MX3S front and thank me later. 

Gearing: I tried a 13/50 gearing set up for all you novice riders, but it didn't work as good as the stock 13/49 set up. The stock gearing is just fine for 90% of tracks because the Yamaha’s engine has so much torque that it can pull third gear. Yes, even for you novice riders! Third gear is that “lugable” that you will not stall through corners, just make sure to cover the clutch lever. 

Triple Clamps/Offset: The Yamaha YZ450F doesn't need aftermarket triple clamps nor does it need an offset change. The rigidity balance that the stock clamp has is a blend of comfort and performance that is hard to find with aftermarket clamps. Still having a hard time in corners? Don’t purchase clamps, simply go to a 102mm shock sag setting or go to a fork height of 7mm. I suggest trying one or the other, not both at the same time. This keeps balance as well as keep the superb bump absorption of the chassis/clamps. Some other machines accept aftermarket clamps better than others, but this Yamaha has the most comfort/performance with the stock clamp. Don’t go backwards on your set up by purchasing parts you don’t need!  

Cycra Powerflow Shrouds: If you want the visual appeal of a thinner mid section you can go to Cycra Powerflow shrouds that are thinner at the top of the shrouds than the stock pieces. I like that the Cycra shrouds also feel slightly thinner when squeezing the Yamaha while I am standing.  

If you have any questions about the 2020 Yamaha YZ450F, please email me at kris@keeferinctesting.com and I hopefully can help you out.

The 2019 Honda CRF450R "Track Toughness" Project (Part One)

There are a lot of you 2019 Honda CRF450R owners out there and most of you food my email inbox with set up questions. If there is one machine that makes me want to ride on pure looks alone, it would be this 2019 Honda CR450R. But… Sometimes looks can be deceiving and although it’s beautiful to look at, the Honda is a handful to ride fast on a rough track. The set up window for this bike is very narrow and you must absolutely “nail it” to get that comfort most of you are looking for on this machine. Trust me, I get it and understand how finicky this CRF450R can be as I have had more time on this machine than any other in my testing fleet. The phrase “Track Toughness” is used a lot in the world of production testing. What is “Track Toughness”?Track Toughness is a phrase that means how well a machine can adapt to any type of track and or track condition. The Honda lacks some “Track Toughness”.

So in order to seek out that comfort we all want out of this sucker and widen that “Track Toughness” window, I have been working diligently on key modifications/settings to pass along to you all out there that will actually help this bike’s Track Toughness. This is not a fluff build, but more for serious die hard red riders/racers that want the most out of their bikes. I will be doing this build in phases, so look for added parts to this article coming soon. Don’t freak out if you don’t see your special mod in this article. Chances are we will get to it in part two… In the meantime here are a few things for you Honda owners out there can try in order to keep that big smile intact from the time you load up your truck, until the time you leave the track.

Swingarm Pivot Bolt Torque Spec: This costs zero dollars and should be done as soon as you get your 2019 Honda CRF450R. Stock swingarm pivot bolt torque spec is 65 ft.lbs., but try to re-torque to 60 ft.lbs. What does this simple adjustment do? It helps the stiff/bound up feel underneath your butt/rear of machine when accelerating and also gives the Honda more rear wheel traction. The Honda chassis has a stiff natured character to begin with so loosening up the swingarm pivot bolt a little helps free it up. Trust me, it helps! 

Vortex ECU (Mapped By XPR Motorsports): I have done a few projects with Chad at XPR Motorsports and he continues to impress me with his meticulous ways. The Honda doesn't need more horsepower, in fact it wouldn't hurt if it had a slightly more mellower delivery. So why install a Vortex ECU? The XPR mapped Vortex ECU will give you more horsepower, but will spread out that newfound horsepower with a longer and smoother delivery than the stock ECU can. The stock ECU still has that herky/jerky roll on power through corners and that really upsets the chassis and my corner speed. That pisses me off! If your corner speed is off than you’re going to have a bad day at the track. Just ask my wife, Heather! 

Chad has several maps that smooths out that low end feel just enough to where you can roll your corners easier and have a broader pulling power down the straight. The over-rev that this Honda gets with this XPR Vortex ECU/mapping alone is worth the price of admission because it allows me to use second gear longer than our 2019 KTM 450SX-F test bike (with a Vortex ECU). It also allows you third gear riders to use that gear more and be lazier, if that’s how you like to ride. Chad has the mapping down and can get you a cleaner, smoother, broader, more exciting power with this simple mod. Did I mention that it helps the stiff chassis feel? Well it does because you can now ride the CRF450R in the lower RPM range (thanks to more torque) and that frees up the frame on chop, square edge, and braking bumps. Yes, sometimes improvements to the engine can directly affect chassis feel. 

Yoshimura RS-9 Full Muffler System: If there is one company that knows Honda’s, it’s Yoshimura! The Yosh muffler makes broader horsepower, keeps the strong bottom end pull intact, and gives the Honda a deeper more throaty sound. Just bolting on this Yoshimura system (without the ECU change) will help the Honda’s on/off feel from 0-15% throttle opening. This is where the Honda needs help and the Yoshimura muffler helps smooth the CRF450R in this area. You will also lose just over a pound with this system. 

14/51 Gearing: This gearing will only work best if you have the above three modifications done. I stumbled across this gearing on a test day and found out that I really liked it. The 14/51 gearing allows you to run your axle farther back (which the Honda needs) and gives the engine a longer 2nd and 3rd gear pull. This gearing also helps the rear of the Honda relax under load and will give the rider extra rear wheel traction. Try this gearing if you have done the above three mods.

Rekluse Torque Drive Clutch Pack: How’s that lever pull doing for you on your CRF450R? Not that great right? I hated going from a light clutch lever pull (on other machines) to the hard feel of the Honda CRF450R. The CRF450R needs some longer clutch life (because I am a clutch dragger), so installing the Rekluse Torque Drive Clutch Pack has increased my life and gives me less fade in longer motos. This kit leaves your stock internals intact, but increases your clutch plate count buy using the “Torque Drive” technology. This mod also gives you a better clutch pull at the lever as it’s not as stiff because the Rekluse Torque Drive Pack allows more disks in your OEM’s footprint.  

Custom Clutch Arm: The Honda’s clutch engagement point is very narrow and although the Rekluse Torque Drive Clutch Pack helps the life/pull, the engagement is still too on/off for me. Chad at XPR Motorsports makes a custom clutch arm that really helps get an increased linear feel out of your clutch engagement. Not only is my engagement point wider, but it also delivers the power to the ground smoother, which in turn gave me more throttle to rear wheel feel. What does that mean? More consistent starts and better mid-exit corner rear wheel connection. This is a modification that you would never know was on the factory bikes when walking the pits at a Supercross because it’s difficult to see from the naked eye. For the right price I am sure Chad at XPR Motorsports could make you one. Thank me later! 

Race Tech Suspension: The most important piece to this puzzle would be the Honda’s Showa suspension. The stock Honda suspension is a little soft for my 170 pound frame and when Honda’s R&D team developed this stock suspension setting for the 2019 Honda CRF450R they needed to get comfort form the suspension to offset the stiffer nature of the Honda chassis. Race Tech took my stock Showa suspension and my A-Kit set and went to work. We ended up going to a .52 fork spring and a .58 rear shock spring to balance the bike out for me. The fork has better hold up and more control than the stock fork and gives me a more planted feeling on initial lean coming into corners. The overall firmer feel of the Race Tech fork doesn't have that harsh nature you would expect from heavier valving, but instead has a better damping feel that still has enough comfort to keep me happy. I tested several fork heights and for me flush-3mm was the best. On faster/rougher types of tracks I went flush on the fork, but on tighter tracks, I stuck with a 3mm height. Getting the correct fork height is still crucial for this chassis. 

I decided to run the stock link and cut the shock 1mm to try and lower the rear enough to where  I don’t get a stink bug feel on de-cel/braking bumps. I played with a ton of sag settings and came up with a 109mm of sag, which gave me the balance to where the CRF450R didn't move much when on/off throttle heavy. Running a little lower sag setting also helped when the dirt was deep or sandy, so that there wasn't too much weight pushed towards the front of the machine causing me to have over-steer. I like that I can hit stuff harder at speed with the Race Tech re-valved shock and also having increased traction on choppy corner exits. The Race Tech Gold Valves keep evolving so if you haven't gave them a try, this might be the perfect machine to give it a whirl. I didn't have the best of luck with Race Tech a few years ago, but Rob and the gang over there have really stepped it up and have their settings down for this model. 

50 Hours On The 2019 KTM 450SX-F

I have been hammering down a lot of motos on the 2019 KTM 450SX-F before it has to make its way back to the KTM offices to make way for the 2019.5 KTM 450 Factory Edition. There are still some consumers out there that are concerned about KTM’s durability and wonder if you can trust the Austrian machine over the course of several hard hours. Well to try and give some real world feedback, I have purposely been a little “over abusive” on this particular test steed to see if in fact we can trust the KTM engineers and their R&D department. I have just went over the 52 hour mark last week and have accumulated over 20 of those hours in the past three weeks on rough test tracks near my home. This KTM 450 SX-F has seen its fair share of the testing workload on many parts, accessories, and product evaluations in its 50 hour lifespan. A 50 hour engine, on my scale, is like a 75-80 hour engine on a regular blue collar average racer/rider. If you’re looking for shiny new photos of the 2019 KTM 450 SX-F you came to the wrong place. You might as well go hit the back button and look at the 2019 450 MX Shootout photos because these pictures are of a work horse and not a show pony. Below are some of the key points I wanted to share with you current 2019 KTM 450 SX-F owners and maybe potential KTM buyers about our test unit. 

Engine/ECU Settings: KTM’s R&D department is well aware that they may have missed the mark on stock ECU settings on the 2019 KTM 450 SX-F, but that doesn't mean you should just dismiss this engine. Some “other” media outlets are claiming that it’s too difficult to ride with the rich down low and lean up top feel of the standard ECU setting. There are a couple things to consider here: one that this engine does take some time to break in and feel like it should and two it does get slightly better with some time. Let me explain… When you first get your KTM 450 SX-F and ride her it may feel very tight, sluggish off the bottom end, have some de-cel pop, and may even flame out on you in corners. Some of these symptoms die off after 8-10 hours of riding time on the engine. I used the stock ECU box/settings for the first 16 hours and I had some of those symptoms until around hour 9, then the de-cel popping went away and also some of that sluggish feeling coming out of corners. The rich feeling still seems apparent under low RPM’s no matter what, but KTM is aware of this and will be making some changes to the ECU come factory Edition time. So does that mean you current 2019 KTM 450 SX-F owners are screwed? No. I just wanted to make it clear that this bike is very much rideable in stock form without a ECU re-flash. 

If you DO NOT want to spend the money on a Vortex ignition you can get your standard box re-flashed from Jamie at Twisted Development or Chad at XPR Motorsports. Both of these companies have a better ECU setting for you current orange brigade riders out there. Either one of these guys have a map that gets some more excitement and a cleaner air fuel setting to make the power even more useable. If you DO want to spend the extra $800.00 or so, the Vortex is simply magic for this engine. The engine delivery still remains so smooth yet easier to ride and increases the use of second and third gear. Going to the Vortex ignition gives you the option to ride with less effort while deceasing your lap times because the workload is simply less with the power character the Vortex gives the orange machine. I repeat you DO NOT have to have the Vortex to make the KTM 450 SX-F engine better! You can save some money and re-flash your current ECU!

What about durability once you go with a Vortex ignition? I have yet to have any durability issues with going to an aftermarket ECU that is correctly mapped from either said company above. It is one of the only modifications you can make to your machine that will make a noticeable difference in power without sacrificing the lifespan of your engine. 

What about clutch life? I am notoriously hard on clutches and I usually only get 9-10 engine hours on any given Japanese manufacturer clutch, but with the KTM I can almost double my lifespan. The KTM 450SX-F has only seen two clutches in the past 50 hours and I have been letting my engine run on the same oil for 5-6 engine hours at a time. To me that is impressive. I also DO NOT notice slippage under load when the engine gets hot. The hydraulic clutch is something that I have come to appreciate more through the years and although the engagement of the KTM is a little on/off feeling the overall performance of the clutch itself is amazing under heavy race oriented type stress. 

What about engine maintenance? I am not going to sit here and tell you I am some great mechanic and I am busing out valve clearance checks every 20 hours. I did check the valve clearance after 25 hours and they were within spec and I haven't checked them since. Like I mentioned above I have used Blud Racing 10/40 or Maxima Premium 10/40 oil in this bike and have only changed the oil every 5-6 hours. I am usually a 2-3 engine hour oil change kind of guy, but the KTM has held the rigorous amount of riding time that I have put on it. 

Chassis/Suspension: During the course of the 50 hours I spent on this machine I went back and forth with the stock WP suspension and the WP Cone Valve fork/TRAX shock. The Cone Valve fork provided me with more front end traction (under lean angle) and I could just be more aggressive with getting over my front end without it being inconsistent on a longer moto. The TRAX shock has more of a dead feeling than the stock shock yet provided only minimum comfort gains (over stock). The stock WP shock is very good for my weight and for the combinations of trans we ride here in California. If you’re serious about racing and performance than I would recommend this set up. IF you’re a weekend warrior and want to improve your riding, DO NOT worry about this as the stock stuff will be just fine.

I ended up running the stock AER fork for the last 20 or so hours on the KTM just to see if I can push around the track and found out that running the standard air pressure at 10.5 bars, with the compression at 20 clicks out, and the rebound at 14 clicks out was sufficient. This setting provided me the comfort without getting too harsh through the mid stroke during longer motos with bigger braking bumps/square edge. If you find this setting to be a little harsh on your hands and you're around 185 pounds go with a 10.6 bar setting, compression at 24 clicks out and a rebound of 14 clicks out. This will help hold the front end up on de-cel and help with harshness. 

What about the 2019 KTM’s stiffer frame? The stiffer chassis takes some time to get used to if you're coming off of a 2018 model. Don’t be scared off by the 10% increase in torsional rigidity stiffness. Just like the engine, the 2019 KTM 450 SX-F frame took me a little longer to break in to feel some quality bump compliancy (compared to Japanese machines). I see/hear riders complaining about the 2019 frame stiffness, but to me as a long term owner/consumer I prefer this. Why? A couple reasons: one the 2019 has a more positive cornering character than the 2018 does, feels lighter through mid corner, and doesn't feel clapped out at 50 hours! The 2018 frame (at 50 hours) felt worse than a 100 hour Yamaha YZ450F frame. With the stiffer chassis that KTM came out with in 2019, my test bike feels better now than it did when I was at 25 hours. The overall compliancy has softened up a little bit, but not so much where I feel the frame flexing under load like I did with the 2018 chassis.       

Gearing: I have ran the stock gearing, tried going to a 14/52, but have settled on a 13/49 for my final spec that I prefer at most tracks. I liked the 14/52’s traction character out of corners, but I feel like I lost a a little third gear recovery. I like running third gear through corners and with the 13/49 I feel like I can leave the KTM in third gear (with stock ECU) and fan the clutch minimally to get the orange brigade back into the meat of the power. The 13/49 gearing also doesn't hurt second gear pulling power that much to where I am forced to shift earlier than I did with the 13/48. I am fairly certain that Husqvarna will be making that 13/49 gearing change to their 2019.5 Rockstar Edition models as well. Give it a try if you're a third gear kind of rider. Oh and did I mention I have only changed out one set of sprockets/chain? Yep. 

Handlebars/Grips: I have been on a crossbar kick lately, so the Pro Taper Fuzion “SX RACE” bend has been on the KTM 450 SX-F for over half its life. I was in search of a slightly taller bar bend than what comes stock on the KTM (height 79.5mm, 52mm sweep) and a bar that flexed more, so going with the Pro Taper SX Race bend was great for me, especially in corners. I can still get over the front of the bike, but my elbows are up a little more naturally and I feel better when standing on the bike. If you're a crossbar kind of guy, the Pro Taper Fuzion bar has a EVO-ish flex character and will not feel as rigid as some other crossbar brands. Also note that the stock lock-on-grips/throttle tube also can get heavy after around 20 hours, so check your plastic tube for wear. The plastic on the lock on grips can get rough inside and make your throttle pull hard. IF you ware looking to put standard grips on go with a Motion-Pro throttle tube. I prefer plastic tubes more than aluminum ones for flex reasons. I am not a full time racer guy anymore so I don’t need the durability of an aluminum tube .   

Air Filter: Buy yourself a KTM 250SX two-stroke air filter cage because they come without a backfire screen and then go get a Twin Air filter. Just doing this little modification gave me some added RPM response which helps the KTM feel even lighter in tight sections of any given track. 

Wheels/Tires/Axle Blocks: You will have to check your sprocket bolts and spokes religiously, but if you use a little blue Loctite on your sprocket bolts you should be good. You can also increase the rear wheel traction by going with some Works Connection Elite axle blocks that will eliminate the fixed left side axle block from your axle. This allows both axle blocks to float under heavy load (acceleration) and will not give you a binding rear end (harsh) feel. It sounds minimal, but makes a difference on acceleration chop. You can also run your wheel a little farther back if you're changing your gearing to get some added straight line stability that the KTM can use at times. 

Rear Brake Pedal Spring: The stock one sucks! I break my brake pedal spring every 3-4 hours! You either are going to have to load up on brake pedal springs or go with a CRF450R brake pedal spring with the rubber over it (condom style). This helps with the vibration that the spring experiences, so it doesn't break. 

FMF 4.1 Muffler System: I have tried a lot of systems for this bike, but there is only one that I liked better than the stock system. The FMF 4.1 helps bottom end roll on power out of corners, gives you some added mid range meat, and keeps the stock system’s top end intact. You will shed almost 1.5 pounds and the exhaust note is not obnoxiously loud. I leave the insert out of this system and run it how it comes in the box. The KTM R&D team in Austria worked together with FMF to develop this muffler so it ensures that the air/fuel ECU mapping is correct when purchasing this system. Smart. 

Seat: I went with a Selle Della Valle seat for added butt traction out of corners. This seat is really good, but also really hard on your butt! I have been chaffed more times than I can remember, but it keeps you locked in that’s for sure! It also is super durable and takes washings well.

Living With The 2019 Yamaha YZ450FX By Michael Allen

It’s now been over three months since I took possession of the 2019 Yamaha YZ 450FX and I’ve been able to ride it in many different conditions. Mostly it has been used as my trail bike in the Southern California desert and mountains, but I have also raced it at a local District 37 Sprint Enduro more recently. Luckily, we’ve had a wet winter down here, so needless to say there’s nothing much better than wet dirt and an off-road 450. Overall the FX has been a fun bike to ride and has proved itself quite versatile in different terrains and scenarios. Here are some of the experiences I have had with the 2019 Yamaha YZ450FX. 

Being that the FX is designed as a “closed course” off-road race bike it’s naturally made to be more aggressive than the WR trail bike which has a VERY soft and mild mannered engine character. Although the FX is more moto related than a trail bike, that doesn’t mean that it can’t be tamed down, tailored to the rider’s skill level, and preference of riding. Yamaha now offers their power tuner app for any smart phone, which gives you the ability to load pre-set maps into the bike as well as giving you the ability to tailor your own maps. One thing that I am often asked is if the YZ450F maps will work in the FX and sadly the answer is “no”. That being said, there are plenty of FX maps out there to make your FX more aggressive and feel like a moto bike (see images for maps). Only two maps can be downloaded to the bike at one time and can be switched between the two on the fly. Personally, the two maps I like to have in the bike are “mild power” and “MX power feeling”, this gives me the ability to tackle different types of terrain and have a map that works fairly well in either faster or slower conditions. The mild power map richens up the bottom end and really helps the bike in tighter conditions where a lot of 450s are prone to flaming out. Although the mild map is really good, when riding a gear high in slow conditions the FX still benefits from having the rider cover the clutch just to make sure stalls are kept at bay. The more aggressive maps for the FX really make the bike feel just a touch off from the YZ450F with a very hard and aggressive hitting power that is great in faster, sandier conditions when you want the most power available. Having the app on your phone is genius and I would bet the other manufacturers will follow suite in coming years. I almost always have my phone on me when riding trails, so it’s really convenient to be able to try a different map when taking a trailside break (the app doesn’t need mobile service to change maps as long as you have them loaded on your phone).  

Over time (20 hours) the YZ450FX’s suspension oil/bushings had slightly broken down, which has made the damping feel a little softer than when the bike was new. I think for my weight (180 pounds) the spring rates are slightly soft when riding at a race pace (A Level), but at a trail pace the suspension settings are quite comfortable. The main places that the suspension is soft is when riding aggressively through large whoops and g-outs. The feeling I get (in those conditions) is a sensation of the fork and shock blowing through and riding slightly too low in the stroke. At the District 37 Sprint Enduro I had to check up more than I would like for g-outs because the fork and shock would bottom and it would make my feet/pegs hit the rocks in the bottom of g-outs. Stiffening up the compression on both ends of the suspension helped hold up and only minimally effected small bump absorption. This newer model FX is a better cornering bike than the previous generation by having the ability to change direction with less rider input. It may be partially in my head due to the slimmer feeling bodywork, but the newer model also feels slightly less top heavy and overall more nimble. The engine braking is much more friendlier in 2019 and ride attitude on/off throttle is much better. NOTE: Using the “MX Power Feeling” map creates less engine braking than the other maps.

The FX’s engine (in stock form) is very capable and doesn’t need much of anything to be really competitive in a race situation. The only aftermarket piece we have added to the FX is an FMF 4.1 slip-on, which was mostly needed to make the bike legal for off-road racing, since the FMF comes with a spark arrestor. The FMF took away the somewhat raspy sound that the stock muffler puts out and replaced it with a deeper tone that was slightly louder. The FMF system also helped mid range power, but slightly smoothed out the bottom end. I didn't mind the newfound delivery as the race was super technical and rocky, so having that smoother RPM response was fine for me. We will have more on the FMF 4.1 slip on system for the 2019 YZ450FX in another separate article. 

In terms of durability, I have only had two issues….. One is that the 2019 FX does NOT like to start when in gear. This doesn’t sound like that big a deal, but when it comes to races with dead engine starts this can become an issue. Also, when out on a long trail ride, in more extreme terrain, I had the battery die on me from starting and stopping frequently. With no kick start back up, I was lucky enough to be on a hill and could bump start the bike fairly easy. Once down the trail and riding a few miles, the battery would generate enough voltage to start the FX (although turning over slowly), but once the bike sat in the garage for a week, the battery lost all voltage and had to be replaced. The only other issue that I had was a blown fork seal on the caliper side. After talking with Travis Preston from Yamaha, he said that there were no nicks on the fork tube, but it could have been that the forks twisted in a small crash (I may have had a few of those) and upon compressing the front suspension, with misaligned forks, it damaged the seals. So if you ever have a crash that twists your handlebars, make sure to loosen the front end (fork pinch bolts, axle nut, etc.) completely before going back on your next ride. 

It’s no shocker that Yamaha built a great machine and I think we can all agree it’s a good thing that it’s not just the Europeans building great off-road/hybrid machines. In the future I’d like to race the FX at a few more local races and possibly try some stiffer spring rates, give you guys some added suspension specs, and work on even better maps for technical riding. After all, I need to do something to get better than a third place in the vet class (Kris says that’s not acceptable). Keep an eye out for a review on the FMF 4.1 muffler in the coming weeks over at Keeferinctesting.com and feel free to reach out to me at Michael@keeferinctesting.com if you have any questions about the 2019 Yamaha YZ 450FX. 

2019 Yamaha YZ250F First Impression

From Super to Superb 

Since Yamaha unveiled the all new YZ250F five years ago, it’s been a quality machine that has a lot of positives to it. Over the last five years, Yamaha has done a lot of fine tuning to chassis, engine and suspension, which made the YZ250F even better. In terms of making changes that make the YZ250F even better, 2019 is the biggest year for changes since its inception in 2014.

Before we get to how it works on the track here are all the changes for 2019, starting with the engine. Yamaha kept the reward slanting engine design (for 2019 the engine is slanted forward 1 degree from the 2018) that already has been in the loop since 2014 and made some changes to make it even better. Starting by adding electric start, Yamaha is the second Japanese manufacturer to have an e-start 250F motocross bike and as spoiled as I sound it’s a welcomed addition. The exhaust port shape was slightly modified so it transitions to the head pipe (which shape has also been changed to accommodate this) better and has increased the flow rate. Also in the head, Yamaha has increased the intake valve lift, and slightly changed the event angle of the exhaust cam.  The final changes to the new head are larger lifter buckets and slightly stiffer valve springs. Underneath the head, the piston crown has been increased which has bumped the compression from 13.5:1 to 13.8:1. 

The throttle body on the 2019 had changed from Keihin to Mikuni, is 44mm, and has a 12 hole injector. Also different on the throttle body is the cold start (choke) which now has to be pushed in to be activated and is deactivated by fully closing the throttle. Along with the engine changes, and new fuel system, the ECU settings have been updated and the new dual electrode spark plug’s cap now has a finger holder keeping the cap firmly in place. The transmission side of the engine has also received key changes including a heavier duty clutch. What makes the clutch stronger is a larger plate diameter, six clutch springs (one more than last year), and thicker steel plates (which in turn reduced the number of friction plates from 9 to 8). The transmission gears have also been updated and are using a high impact steel. 

The new e-start is a compact, sits behind the cylinder, and drives the clutch basket directly. The 1.5lb lithium battery sits under the rear of the seat and has a capacity of 2.4AH and 13.2volts. The amount of power the YZ 250F needs to generate has been reduced because of the addition of the battery which means there is less resistance on the stator/engine. 

The frame on the 2019 has been majorly changed to make the bike feel more nimble on the track. The frame rails that go around the gas tank/air box are now straight where last year had more of an S shape. Other parts of the frame have been changed from forged pieces to extrusion aluminum, and the engine mounts have been changed from steel to aluminum. The material at the swing arm mount has been increased front to back and narrowed side to side making the side of the frame flatter at the swing arm mount. The steering head has also been moved forward 6mm to help with stability.  

In the past there have been comments about the seat height and width of the YZ 250F. Yamaha had changed that by making the seat slightly flatter, shorter, and narrower than last year’s model. Along with the seat, Yamaha has narrowed up the plastics where the rider’s knees contact the shrouds. The new shrouds have the air ducts integrated into them and the whole top part of the shroud no longer has to be removed to service the air filter. In fact the air filter cover now only needs one Dzus fastener to be removed for access to the air filter which is no longer held in by a screw, instead it’s held in via rotating clips. 

Yamaha also tried to lighten the bike up by using thinner, higher strength material for the handlebars and also using lighter rims. To help with stability, they increased the surface area of the wheel collars where they contact the fork lugs, and added more material to the rear collars. The KYB forks use new internals including a new piston, cylinder, mid speed valve, pressure piston, and stiffer spring rates (from 4.6N/mm to 4.7N/mm). The shock reservoir volume has been increased by 30cc, and the coil spring now has less winds, is made of a thinner material (lighter) and the rate has changed from 54N/mm to 56N/mm.  

The Yamaha Power Tuner app, in my opinion, is one of the coolest features on this machine. You no longer need a stand-alone device to change the mapping of your fuel injected Yamaha; you can now do it from your smart phone via Yamaha’s app. All you need to do is take your side panel off (only the first time you use the app) and get the bikes serial number, then bump the starter button and connect to the Wi-Fi signal the bike puts out. Once connected you can pair the bike in the app and change mapping, record maintenance, monitor trouble codes and even log your races and track conditions. There is also a handlebar mounted map switch that allows the rider to switch maps on-the-fly. You can load a map from your Yamaha Power Tuner App, directly into your YZ250F and go back and forth between any two maps the rider desires.    

Now that all the changes and technical mumbo jumbo is out of the way let’s get to how all that correlates to on-track feeling. Starting with the engine, the 2019 YZ 250F has a more free-revving feeling than the previous model. Yamaha did a lot of work in the engine department on this bike  and tried to get added power from mid to top end and they definitely hit the mark.  When pulling down a long straight away, or trying to pull a gear a bit longer than the 2018, the 2019 will oblige and pull hard all the way to the rev limiter. This free revving feeling also results in a more playful power characteristic making the engine feel more lively because you aren’t having to short shift to stay in the meat of the power. All that being said, I feel like Yamaha traded a bit of bottom end pulling power in order to gain the top end power. The best way to describe it is the 2018 wasn’t as picky about what gear you needed to be in when exiting corners, you just maybe needed a flick of the clutch (recovery time) and the bottom end power opened up and started pulling. For 2019 you need to be a little more selective about what gear you are exiting the corner in, because if you are a gear high, it will take a bit more clutch work to get the engine into the meat of the pulling power. Although the 2019 slightly lacks bottom end power when compared to the 2018, in my opinion, it’s still ahead of the rest of the 250F field. The last thing in the engine department that needs to be mentioned is the new electric start. I like the fact that there isn't a clutch cancel switch so the starter can be activated at any time. That being said there was a slight hiccup from time to time. When the bike was in gear, it seemed to turn over just fine but struggled to fire at times. If the engine found the compression stroke with the clutch not all the way engaged the starter would stop spinning, and the button wouldn’t work when pushed for 2-3 seconds. After 2-3 seconds it would work as usual when the button was pressed; it almost seemed like an auto reset breaker would pop, then re-set itself and continue working. To combat this I would just try and make sure the bike was in neutral before starting it.  

Having the map selector on the bars is definitely a plus, and gives you two separate options that can be changed on the fly. The two maps that were loaded in the bike were stock, and “hard hitting”. Using the Yamaha Power Tuner app is very user friendly and I think one of the cool features is the maintenance recorder. It’s just reassuring to always know when the last time you did things to your bike was and it’ll tell you when it’s time to maintenance certain things again. Yamaha updates their maps that their test riders work on for you to be able to download and try. You can also as well make your own or try one that a buddy has made. We are all a bit scared of electronics, but I have to admit it’s kind of nice to be able to change how the bike runs with the push of a few buttons instead of re-jetting a carburetor. It’s also pretty damn cool that your bike will tell you what’s wrong with it in the app if there is a trouble code (I’ve tried waterboarding a carburetor and never got a straight answer out of it).

The chassis on the 2019 YZ250F is where Yamaha made the biggest improvements. The changes they made to combat some stability issues hit the mark and the bike is night and day better. Not that it was all over the place before, but I definitely feel that the bike tracks better in a straight line and has very little twitchiness to it. Usually when a bike gets more straight line stability it gives up a bit of cornering ability, this isn’t the case with the 2019. The previous model was hard to lean into corners and didn’t like staying leaned over, but the new bike has definitely instilled confidence in my inside rut abilities. Tipping into a corner takes less rider input and staying leaned while in the rut is much easier with the bike not feeling like it wants to stand up. I’m sure some of this comfort is also from the slimmer bodywork on the new model. The slimmer radiator shrouds are a very welcomed change and helped me keep my knees tighter to the bike and my leg tighter to the shroud when it’s up in ruts. This feeling is aided by the 18mm narrower seat at the tank, it’s also lower in the rear which I didn’t notice much, but may be more beneficial to shorter riders. 

Rounding out all the positive changes made to the 2019, the suspension has taken a huge step in the right direction. After spending a lot of time on the 2018 I felt that the suspension was too divvy (or had a pitching sensation). The new YZ 250F has a much firmer feeling to the suspension, not stiffer, just firmer. Let me explain myself; when going through rougher sections, the front and rear of the bike are still soaking up the bumps well, they just don’t seem to be transferring energy to the opposite end of the bike which caused the pitching sensation. There is no longer a wallowy feeling, like the suspension is using too much of the stroke, instead it does a better job of staying up in the stroke. On harder landings the bike no longer blows through the stroke, like I said before its firmer not stiffer, it retains a plush feel without giving the rider any harshness. 

With all these changes being made to the 2019 YZ 250F it’s going interfering come shootout time. Yamaha has really stepped up their game this year and showed themselves to be at the forefront of technology with the easy to use tuner app. The 2019 is offered in traditional Yamaha blue or white/cyan and has an MSRP of $8,299. Yamaha also offers their “bLU cRU” contingency program for motocross and off-road racers. In addition to the contingency, Yamaha also has free trackside assistance at certain races for any Yamaha racers.  If you have any more questions about the 2019 Yamaha YZ250F feel free to reach out to me at Michael@keeferinctesting.com or Kris at kris@keeferinctesting.com. -Michael Allen 

2019 Yamaha YZ450F Review

I don’t need to tell you how big of a fan I was of last year’s YZ450F do I? It had a powerful engine character, great suspension, stable chassis and had an improved cornering ability. Yes, it could feel heavy at times and doesn't turn as sharp as a Honda, but it did A LOT of things really well. For 2019 Yamaha made only small changes on paper, but sometimes small changes make big improvements when riding on the track. I have been putting the hours on this bike since I received it over two weeks ago, just so I could give you more than a “First Impression” of this machine. Here are some key things about the 2019 Yamaha YZ450F that you NEED to know about. Oh and if you want more quality information, go click on the Podcast tab right here on keeferinctesting.com to hear even more about the bLU cRU machine. 

Changes To The 2019 YZ450F: The 2019 Yamaha received increased rigidity in the axle collars, the front wheel surface area increased at the collar and axle bracket, a new shape on the rear wheel collars, stiffer suspension settings with increased damping, the seat foam stiffness has increased 16%, a tab has been added to the right side number plate and a 49 tooth rear sprocket (from a 48 tooth) has been aded to the 2019 YZ450F. 

Updated wheel spacers for 2019. 

Updated wheel spacers for 2019. 

Engine: The 2019 Yamaha YZ450F engine doesn't feel much different than the 2018 version did. Why? Because the engine is the same minus the shiny new blue head cover. Need a re-fresher course on how good the Yamaha YZ450F engine is? Not a problem….Let me break it down for you right here: There is a ton of bottom end excitement with the Yamaha’s engine character. It pulls hard from bottom to mid range and allows the rider to “lug” more than any other 450 motocross machine on the market. Using third gear through corners is made easier in 2019 because it comes with a 49 tooth rear sprocket (up one tooth from 2018, so thank you Jody). Going up one tooth is something most everyone did to their 2018 YZ450F machines, so it’s nice Yamaha incorporated that for the new year. Mid to top end pull is plentiful and I would only want maybe a little more over-rev from the Yamaha (if I was going to nit pick this engine). The connection to the rear wheel is not as good as a KTM 450 SX-F, but you are getting much more excitement from the YZ450F engine than the orange machine. If you do want more connection to the rear wheel and maybe a broader power the “TP Map” is something you can install from your Yamaha Power Tuner App (more on that later in this article). Every time I get back on a Yamaha YZ450F from riding other brands of 450’s, it makes me appreciate how much power this thing has. It is fast! The only other engine that comes close to the Yamaha for bottom to mid range excitement is the Honda CRF450R.  

Suspension: The best suspension on a stock production motorcycle period! Yes, better than a 2019 KX450F! The new firmer suspension settings help the pitching sensation that I felt from the 2018 YZ450F. It doesn't feel harsh by any means, but at least now the bike doesn't get a wiggle or a low feel (from the front end) when you’re coming into a corner. The fork has so much comfort on braking bumps and can take some aggressive riding as well. To me it’s a very generous blend of comfort and performance that Yamaha/KYB managed to weave into this fork. For my weight and ability I would go to a stiffer spring rate, but for a production machine this KYB SSS fork is something other manufacturers need to strive for. Out back the rear shock doesn't have that “high” feel to it as much as in year’s past and is great on acceleration chop. Out west we get a lot of square edge inside of ruts and the rear of the 2019 YZ450F settles slightly better than the 2018 version did. The stiffer valving lets the shock ride a little higher in the stroke (on acceleration), which gives me more of a planted feel when on throttle. Coming into braking bumps the shock gives the rider the freedom to hop over the bumps or go all Jeff Stanton and charge through them. The shock’s action is slightly slower feeling than last year’s bike and prevents the rear end from wallowing or bucking when trying to finesse your way through bumps.    

Chassis: I am fairly tired of other testing outlets saying that the YZ450F doesn't corner. Please stop, it’s getting old! This isn’t a 2013 Yamaha YZ450F we are talking about ok? Since the 2018 machine came out, the Yamaha YZ450F corners well. No, it’s not the sharpest cornering machine out there, but then again I don’t want it to be. I want a stable machine that can get me from point A to point B in a hurry and without much movement from the chassis. The 2019 YZ450F is stable and never does anything you don’t want it to do. Yes, it will take some extra work by the rider to change direction, but it WILL do it. With the updated fork lugs and wheels spacers the new Yamaha is better at hitting the rut and sticking inside of it. I can come into a corner faster on the new 2019 machine and it will give me a planted feel better than the 2018 bike did. I get added front wheel traction and a better contact patch throughout the whole corner. You don't necessarily need to bank off of something now with the 2019 like you did with the 2018. It can turn under a blown out rut better and let’s you get on the throttle sooner. This is not a huge noticeable difference, but if you're a previous Yamaha YZ450F owner, I am confident you will be able to feel these positives fairly quickly. 

Rider Triangle: I am pretty sure I was the first guy to tell Yamaha that they had a problem with their 2018 YZ450F seat foam. It was soft and you could feel the fuel tank on your butt when you dove into corners aggressively. The firmer foam feels much better and I have had zero problems with hitting the fuel tank. The firmer foam also gives me the sensation of a less wallowy feel coming out of corners. The firmer seat foam alone makes the Yamaha feel slightly lighter on the track and less clapped out. When coming off of a 2018.5 KTM/Husqvarna I can see how some people might think the Yamaha feels wide. Visually it does look that way, but once you spend a day on the Yamaha that all goes away. I don't feel like the YZ450F is wide in corners and the shrouds never catch on my legs when lifting them up through corners. The handlebar, seat to footpeg area feels good to my 6’0 frame, but I needed to go back to 2017 bar mounts to lower the bar height a little. The 2018 bar mounts are 5mm taller and I just DO NOT like that feeling of a high handlebar, especially in corners. For those of you above 6’0 you may want to keep the stock 2019 bar mounts intact.     

Yamaha Power Tuner App: The easiest way to get more or less power out of your 2018 or 2019 Yamaha YZ450F is the Yamaha Power Tuner App. Simply download the app to your phone and you are able to change the fuel and ignition timing to your new blue machine. It is super easy to use and doesn't require a pilot’s license to navigate your way through. When the track gets a little slick or rough I am all about the “TP Map” that Travis Preston and his colleagues created. I have attached this map here, but you can also go to https://www.yamahamotorsports.com/motocross/pages/yamaha-power-tuner-smart-phone-app and let Yamaha guide you through everything step by step. To me Yamaha makes it’s much easier to change your bike’s power character than any other manufacturer. I personally watched all the videos on Yamaha’s website and can change my mapping at the track with zero issue.

Settings: Here are some settings that I liked on the 2019 Yamaha YZ450F. Try these out for a baseline setting for yourself: 

Fork: 

Height: 4-5mm (5mm is standard in 2019)

Compression: Two clicks stiffer than stock

Rebound: One click slower than stock

Shock:

Sag: 105mm

Low Speed Compression: Stock

High Speed Compression: Stock

Rebound: Two clicks slower than stock

Tire Pressure:

13 PSI front and back

ECU Setting: 

TP Map (As Shown)

Handlebar: 

I went and purchased a set of Pro Taper EVO SX Race bend’s (same bend as stock, but with more damping character than stock)

Stock Muffler: You want to keep the great low end engine feel on the Yamaha 2019 YZ450F? Then don’t go slapping on an aftermarket muffler on it just yet. The stock muffler gives you that excitement and throaty engine character. Trust me when I say that I tested several mufflers and almost all of them take bottom end away from the YZ450F. Yes, most increase the mid-top end, but I really don’t need any more of that. You can do a lot with the Yamaha Power Tuner App so before you go dumping money into an aftermarket muffler, play with the app a little, don’t be lazy!  

Grips: Although I like the stock grips myself most others would disagree with me. They can feel fat in your hands and most would like to go to a smaller grip feel. However as far as stock OEM grips go, the Yamaha grips are the most blister friendly compound grips out there. If Yamaha could make the grip slightly smaller they would sell more OEM grips. Does anyone even purchase stock OEM grips from their dealer? Probably not. Continue on…..

Is The 2019 Yamaha YZ450F Better Than The 2018: Small refinements make the 2019 YZ450F a better handing machine. The engine is a 2018 version, but the handing of the 2019 Yamaha makes it a 3.25 on my test rating scale (compared to a baseline 3, which is the 2018 YZ450F). Going up a quarter point on a testing sheet is considered a fairly noticeable change in the production testing world. So to me, if it was a matter of only saving a few hundred bucks between the 2018 and 2019 versions, I would gladly pay the extra few hundred on the 2019 Yamaha YZ450F.  

2019 Husqvarna FC/TC First Impression Notes

I had the pleasure of getting invited to ride five new 2019 Husqvarna motorcycles (TC125, TC250, FC250, FC350, FC450) at the “Baker Factory” in Florida last week. Husqvarna held their 2019 world motocross introduction at Aldon’s lovely facility and let me tell you it is immaculate. The weather was hot and humid, but the track provided a great testing ground to give you some first impressions. Here are some things that I thought you would like to know about the 2019 Husqvarna line up, straight from the east coast.

All Of The New 2019 TC And FC Models Have: 

Redesigned bodywork and graphics

Blue coated frame featuring increased rigidity

New 2-piece subframe design (250 g lighter)

Updated setting on the WP AER 48 forks

WP DCC shock featuring new piston & updated setting

Reworked SOHC cylinder head on the FC 450 (500 g lighter)

New cylinder head casting on FC 350 (200 g lighter)

Optimized timing on FC 250 exhaust camshaft

Machined finish on TC 125 & TC 250 upper exhaust port

Reinforced kick start intermediate gear on TC 125

New mufflers on 2-strokes, redesigned header pipe on TC 250

Chain adjustment length increased by 5 mm

New, stiffer upper triple clamp

Traction & launch control with updated settings [4-strokes]

New throttle cable routing for easier maintenance

Flow-designed resonance chambers & more compact silencers on 4-strokes

New generation Li-ion 2.0 Ah battery

Updated cooling system with new centre tube

New DS (diaphragm steel) clutch on TC 125, FC 250 & FC 350

ProTaper handlebar with new bend

Laser engraved D.I.D. wheels with new spoke nipples

New gearboxes produced by Pankl

TC 125/250 Two-Strokes: It’s not everyday that I swing my leg over a 125 and 250 two-strokes. The TC125’s engine is much improved since the last time I took it for a test spin. What I noticed about the TC125’s engine is that the jetting is very crisp and spot on. The TC125 barks and has great throttle response throughout the RPM range. However, the TC250 feels rich down low and doesn't have that “crisp” feel out of corners like the little TC125 did. Both two-stroke machines have very light feeling chassis’s and can corner extremely well. The Baker Factory’s dirt was heavy as it had just rained the night before so the ruts were deep and long, but that didn’t phase these light weight TC’s. They both can lay over nicely in corners and have plenty of front wheel traction so you are able to cut down on those insides with ease. Vibration is not as apparent on the Husqvarna two-strokes like it is on the KTM’s. The KTM’s DO NOT have that much vibration, but it is apparent immediately that the Husqvarna’s just have less of it. Husqvarna uses a Pro Taper bar instead of a Neken, which to me helps the damping quality of the machines. The suspension on both machines felt soft to me. I am sure that if I was back in California, where the dirt is hard and choppy it would be better, but with the deep conditions of the Baker Factory the forks on both machines felt soft on de-cel bumps. Remember the dirt is extremely grabby on the east coast and adding a little air pressure to the AER fork and stiffening up the low speed compression on the shock will help you out. In this case going up 2 psi on the AER fork helped balance the pitching sensation out for me. I only had minimal time on each machine so a thorough test will just have to wait until I get my hands on my test bikes. At the end of the day if you asked me which bike is more fun to ride, I would have to tell you the 125 was more of a fun machine to rip around Aldon’s. Hitting ruts wide open and not letting off was something that put a pretty big smile on my face. 

Husqvarna FC250: Husqvarna did a ton of work to the FC250 and it really showed especially in the engine department. I have always complained about lack of bottom end on the FC250, but now there is some added torque available for us lazy riders in 2019. I am not saying that the FC250 has YZ250F type bottom end, but at least now there is some excitement out of corners. The FC250’s engine still builds RPM’s calculated, but has a little better recovery time when I screw up on the track. A little stab of the clutch and the engine is very lively and pulls hard. You still have that great Husqvarna FC250 mid-top end pull and you are able to leave the white machine in second and third gear longer than the previous year model as well. The 2019 chassis is refined and although I didn't feel as big of difference on the 19 FC250 (from the 2018) as I did the FC350 or FC450, it still gives me the confidence to charge bumps and rollers without giving me a wallow or heavy feel. Cornering is superb on the FC250 and feels light through corners and in the air. I think some of that light weight feel has something to do with a little more excitement from the engine, which always makes a bike feel lighter. Another aspect to the FC250 that I like a lot more this year is that it has less engine braking. Less engine braking means less pitching and a lighter more free-revving engine feel. This is huge when the dirt is soft like it is on the eat coast! The suspension on the FC250 feels balanced and soaks up smaller bumps better, but I still feel there needs to be more comfort in the fork on slap down landings. On slap down landings the WP AER fork feels harsh and doesn't have the comfort a spring fork has.        

Husqvarna FC350: Just last week I tested the KTM 350 SX-F and I can say the Husqvarna FC350 has mostly the same characters as the 350 SX-F. I say “mostly” because the FC350 doesn't vibrate near as much as the KTM and the FC350 doesn't have as much excitement down on low RPM like the KTM 350SX-F. The Baker Factory track that we tested on was tight and had long ruts, so the FC350 felt a considerably lighter than the FC450 did, even though there is only a few pounds difference between the two. The 2019 FC350 has more mid-range pulling power than the 2018, which is noticeable as soon as you roll the throttle on. It still doesn't have the torque of a 450, but then again if you wanted to purchase a bike with loads of torque you wouldn't be interested in the FC350 now would you? You have heard me talk about “engine recovery time” in other reviews and the FC350 has improved in that area as well. Just a small amount of clutch gets the FC350’s power back into what I like to call “the meat”. The meat is where the FC350 just sings and pulls you to the next corner or obstacle in a hurry. As light as this chassis feels on the 2019 FC350, it stays pretty damn straight (on-throttle). When accelerating out of long sweepers, the rear end stays more connected to the ground than last year’s model. The stiffer frame helps this contact feeling and is very noticeable under heavy load (which I actually got to test here at the Baker Factory being that the dirt is so good). I ran every FC and TC machine at around 105mm of sag and this seemed to be the happy spot where most of the machines felt balanced. The FC350’s suspension felt much like the 450’s in which both ends of the bike move together, give you a lot of traction and can handle hitting sizable braking bumps at speed. I made a huge mistake one lap, missed my braking point (into a corner), hit a big braking bump too fast and the FC350 just kicked a little and didn't give me a big huck a buck like it would have in year’s past. 

Husqvarna FC450: I am not going to sit here and lie to you. I think I put more time on the FC450 than any other bike here at the Baker Factory. Why, you ask? It’s actually quite simple. It is fast, yet easy as hell to ride! But 450cc’s is way too much for me Keefer? Unless you’re 125 pounds and a beginner, I am going to have to say “it isn't too much for you”. The way the 2019 FC450 delivers its power is quite magical. If you're worried about too much hit down low, don't be, because the bottom end delivery is so smooth and easy to manage. Actually, I would want some more bottom end hit so I could pop out of these deep east coast ruts a little better at times. Back at home in California where the dirt is hard, this smooth delivery is what I am looking for, but back here where the dirt is heavy and wet you need some bottom end snap to get you on down the track ASAP. Even though the TC125 put a smile on my face, the FC450 put a bigger smile on my face due to its long pulling power and fun nature. The chassis is stable and predictable at speed, but still gives you a lightweight cornering feel. The suspension balance is good, but I am so spoiled with my WP Cone Valve/Trax shock set up (on my FC450 Rockstar Edition) that going back to the AER fork makes the Husqvarna feel slightly harsh on the very top of its stroke. When accelerating out of corners (when the fork is light and in the top of its stroke) the AER fork can deflect a little. This just gives a slight uneasy feel, but once off the gas the fork remains planted with a good amount of front wheel traction. The FC450’s ignition setting did have some slight de-cel popping, but maybe this was due to the high temps and high humidity in Florida. I usually don't experience this on the west coast.  

Blue Frame/Handguards: I am going to say this as nice as I can…Husqvarna please get your color scheme together. Blue frame, yellow fork guards, white plastic, black frame guards? Just when I really start to like the looks of the 2018.5 Rockstar Edition, you go and do this to me! Really?! The blue frame is dull and just looks tired too quickly for me. I would rather have a black or white frame to go with some yellow accents. Handguards? NO! I can understand why you are putting them on the FX line up, but we are moto guys! If I need handguards I will go purchase some at a later time. Handguards make the bike look fat and heavy and it’s not flattering to me. I am not a huge fan of the way the 2019 Husqvarna’s look, but I am going to give you guys a pass in 2019 because they work so well. 

Baker’s Factory: To be able to come here and ride was something that only few will ever do. Aldon has built himself an immaculate area for riders to hone their craft. Between the work shops that you can eat off the floor, the perfectly mowed grass, the gym that smells like cotton candy and pink lemonade, the perfectly prepped tracks, this place is a dirt bike fanatic’s dream. The track that we got to test on was a mix of sandy clay and had huge ruts within an hour of riding on it. Testing a motorcycle here is optimal because you have the deep/heavy dirt for engine testing, dirt that provides big braking bumps and square edge for chassis/suspension testing. All of this gives you a well rounded testing facility to make any motorcycle better. After my day was done I walked back onto the track to really soak it all in. I looked at the lines that were formed and couldn't believe how rough it got in a short amount of time. Not only did it get rough, but it kept high levels of traction throughout the day. Something in which California can’t offer riders. 

Zach Osborne: Want to know how cool Zach-O is? He came out to both days of Husqvarna’s introduction and just hung out with the media guys. Not only did he do interviews, take photos and BS with everyone, he walked around the “other” track to help out the Rockstar Husqvarna team riders with their motos. Zach is just a down to earth guy that loves the sport as much as you or I. 

Heat/Humidity: I know I am a west coast guy and you east coast dudes are used to this stuff, but holy crap it’s gnarly out here in Florida. I should of came out here to train for Loretta’s and I would of been so much better off. Being able to train in this stuff and ride national level type tracks is a such a huge advantage. On the day we were there testing Aldon had Marvin Musquin, Jordan Bailey, Mitchell Harrison and Michael Mosiman doing sprints and motos. To put in the work here at this facility will not only help you physically, but mentally as well. 

East Coast/West Coast, Two Types Of Settings: I have listened to some of my testing media colleagues talk about taking these bikes back home to California to test them on our home turf. This statement doesn't make sense to me at all and it drives me nuts as a test rider! Not every guy who purchases a Husqvarna lives in California right? Just because we are more comfortable on California dirt doesn't mean “we” can’t give you (the reader) testing feedback on “your” kind of dirt. This is why I want to do an east and west coast 450 shootout this year. My California setting doesn't work on Florida dirt/tracks and I know this. I also know there are thousands of people who want testing information on the east coast, not just the west coast. As test riders we are supposed to adapt to our test environment and try to give you the most honest feedback/setting that we can on the dirt we are provided, at the time of the test. We can’t just disregard where we are testing and expect to go back home and give you some “real world testing info”. Come on! We are at the Baker Factory, so that is why I am giving you some first impression testing feedback on these Husqvarna’s from this type of dirt. 

2019 Kawasaki KX450 First Impression

Kawasaki has a brand new KX450 without the “F” people! Who needs more “F” in this world anyway?! Seriously though, Kawasaki has a brand new 450 and it is probably the most anticipated motocross machine of 2019. I headed down to Pala, California last Tuesday night to attend the presentation that Kawasaki had for the media, to get a feel of the new parts that are on this 2019 KX450 machine. Kawasaki has a lot of R&D invested in this bike and definitely are looking for some great results come shootout time. The 2019 KX450 is available now at our local dealers and cost $9,299.00. Will it be in the hunt for a shootout win this year? It’s quite possible, but first things first, let me break you down some things I felt on the first day of testing so you can get an idea of what this bike is all about.  

Engine Feel Compared To 2018 KX450: Ummmm…No comparison. The 2019 comes on quicker with a lighter, more free-revving feel! I am usually not a guy who likes to de-tune a stock 450cc motocross bike, but the Kawasaki simply is too crisp from 0-5% throttle opening. Yes, too crisp! Where you feel this 0-5% is when you are barely on the throttle through ruts. The KX450 gets jumpy with the stock green coupler and it upsets the chassis, which makes you very inconsistent through corners. Once the black coupler is installed it controls that 0-5% and gives you an incredible, yet smooth pulling power that feels similar to a KTM 450 SX-F. The mid range has a ton of meat and the increased top end/over-rev is noticeable on the second lap. I felt like I lost zero mid to top end pulling power with the black coupler (compared to the stock green one) and I could ride the KX450 more aggressively through corners. The engine is super connected to the rear wheel and never steps out coming out of corners. This is an impressive power plant! After I was done testing I was chatting with McGrath and he even said he preferred the black coupler. So there’s that, if you don't want take my word for it. 

Cornering/Chassis: The new 2019 KX450 is more cornering “neutral” than in previous years. I am able to get more front end bite than last year, but also am still able to rear steer the green machine very well too. I had a rear end steering tester with me at the intro and he liked how well it backed into corners as well as I liked the front end bite from mid-end corner. I say mid-end because the KX450 still does have a slight vague feel on entrance of corners. Raising the fork up 2mm in the clamp helps this feeling somewhat and gives you increased front bite. 

Suspension Comfort: Thank you Kawasaki and sweet baby Jesus for the return of spring forks!!! The 2019 Kawasaki is so much more balanced than last year’s bike and I was able to set the front end down where I wanted to without feeling like the front end was going to snap my wrists. The fork has tons of comfort, but is also too soft for my liking. At Pala there are some sizable jumps and the fork bottomed at too many times. Going stiffer on the compression only hurt de-cel bump comfort, so I settled on going slower on the rebound, which helped some. The shock is soft as well on slap down landings, but going eight clicks (two turns) in helped keep the rear end up and thus helps wallow feeling. 

A-Kit Style Fork: When asked about the Showa A-Kit style fork to a Showa technician, I was told that this is truly an A-Kit style fork. When the Showa tech saw the drawings of the 2019 KX450 in its pre-production stage he thought it was a race team fork at first glance. Many parts that are inside of this production Kawasaki Showa spring fork is what comes inside the factory boys forks. 

Weight Feeing (Chassis): I was told that the 2019 Kawasaki KX450’s frame is 1.87 pounds lighter than it was in 2018. The total weight of the new machine has only increased roughly three pounds from 2018, but to me it feels lighter than the 2018. Why? I feel it is because of the way the 2019 Kawasaki makes its power. It is very free feeling and snappy which makes this bike have a very light feeling through corners. I am ale to lay it down with ease and cut down under a blown out rut almost as easy as a KTM/Husqvarna. I do get a little twitch on de-cel, but it wasn't a horrible or un-easy feeling. Straight line stability is still the same straight and arrow Kawasaki feel that you expect. The frame absorption is one of the Kawasaki’s strong points and although the Pala track wasn't rough, there was some hidden square edge that I managed to hit during the day to test this. 

Hydraulic Clutch: The Nissin hydraulic clutch feels nothing like a Brembo or Magura. The Nissin hydraulic feel is a little bit of cable and hydro. What the hell does that mean Keefer? It means that there is a little play in the Nissin hydraulic lever that makes it feel like a cable pull initially. Unlike a Brembo where there is no play and is very touchy (on/off feel), the Nissin has more of a progressive feeling. So far I prefer the Nissin feel over the Brembo. I like to ride the clutch a little with my finger while I ride, so having that little bit of play makes sure that I don't burn up my clutch as quick. The clutch feeling as you would expect was superb and I had zero fading or lever movement while riding. Kawasaki is the first Japanese manufacturer to have a hydraulic clutch on a motocross machine. Impressive! 

Muffler: Ehhhhhh boy, here we go! Everyone complaining about the bazooka of a muffler from the 2019 Kawasaki. Yes, it’s long. Yes, it’s not that attractive, but the muffler tone is ten times better than the 2018. I will gladly take a long muffler that sounds good and provides excellent power delivery. This bazooka does just that!  

Rider Traingle: The footpeg to seat to handlebar ratio is also another improvement. The seat is flatter, which puts me more on top of the machine than “in” it like last year. I like this feeling and it makes maneuvering on the bike better for my 6’0 frame. 

7/8 Handlebars: Some manufacturers go away from 7/8 handlebars but Kawasaki keeps them around and I approve! They flex, they offer better vibration characteristics and unlike what most people think DO NOT bend THAT easily. I have crashed my brains out on 7/8 bars and they didn't bend as bad as I thought. I can live with 7/8 bars on a production machine. 

Brakes: Kawasaki also went to work on the front and rear brakes of the 2019 KX450. The rear brake has a 250mm rotor (which is the largest rear production disc on a motocross machine), new master cylinder/hose and the front brake also has a new master cylinder. I would have to say that the front brake was more impressive than the rear because of how good its modulation was. It wasn’t a grabby feeling front brake and was more progressive to pull in. I could drag the front brake more through corners without getting that stabbing front end feel. I didn't notice that much of a power difference in the rear brake compared to the 2018, but it still worked well enough for me. Kawasaki riders that update to a 2019 will be able to feel the front brake improvements on their first ride.