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

Mods That Will Make You Love Your 2021 Honda CRF450R More

You have no idea how much I love/hate this 2021 Honda CRF450R/WE. This bike calls my name every time I walk out into the shop and like the sucker that I am, I always crawl back to it. Some of my best days at the track have come on the 2021 Honda CRF450R and also some of my worst. Even though the 2021 machine is less finicky than the 2020 version, it’s still tough to obtain a consistent level of comfort, out of the Honda’s chassis, from track to track. I am determined (for me and for you) to make it comfortable to go fast on and hit bumps at speed without feeling like I “HAVE” to find the smooth line. Here are a few things that I have been messing with a lot lately that is actually bringing me closer to the Honda CRF450R. No, it’s not as comfortable as a Yamaha or Kawasaki in the chassis department, but doing these mods below really has helped me take the Honda out of the shop and into my van for a happy moto day.

ECU:

Yes, you already know to get your stock ECU re-flashed from your Honda dealer right? Good! This will help make like a lot easier on you once out on the track. From what I am told this ECU update is basically the 2022 setting, so we all should be good to go on this updated stock ECU. However, if you want to take it a step further and go with a Vortex, I am not going to tell you no. A Vortex mapped by Chad at XPR or Jamie at Twisted Development really does help calm the chassis down, by giving it a longer/more linear type of power. Yes, it’s expensive at around 1K, but if you’re a serious rider this mod is worth the money! I have spent my own money on a few Vortex ECU’s on various machines and have always came back blown away. Plus they have great resale value! Get more rear wheel connection and more of a seamless power character from either of these tuners. You can always email me to get more of a background on either one of these gentlemen tuners. *If you are wondering if you should get your stock ECU re-flashed from one of these tuners or get the Honda OEM re-flash, I am always going to tell you to go with the OEM in-house re-flash*. 

Optional Suspension Setting: 

 The stock suspension might be too soft for you if you’re anywhere over 180 pounds. Honda has a 5.0 N/m fork spring that is adequate for most, but the valving seems too soft. Out back the 54 N/m shock spring is also way too soft, so if you’re looking for a quick band aid to make your Honda CRF450R better, without going to a re-valve, going a spring rate up on each end has helped me feel more secure on high speed tracks, as well as soft bumpy tracks. Bringing both ends up a little in the stroke (with the heavier spring rates) has given me more front/rear wheel traction as well a Honda that corners better without over-steering. Unlike the 2020 Honda CRF450R going up a spring rate on the 2021 version has given the new red bike more track toughness. If you’re not into spending more money on a re-valve at this time, simply get some heavier springs and try this setting:

 Fork: 

 Spring Rate: 5.1 N/m

 Height: Flush-2mm

 Comp: 11-12 out

 Rebound: 11 out

 Shock:

 Spring Rate: 56 N/m

 L/S Comp: 12 clicks out

 H/S Comp: 2 3/4 clicks out

 Rebound: 10 clicks out

 Sag: 105-106mm

Throttle Tube:If you’re like me and think that the Honda CRF450R throttle tube is too fat feeling, go with a stronger, better feeling throttle tube of the ZRT. Tom over at ZRT turns these throttle tubes down a little on the lath, so they have a smaller OD size and have an easier twist because of the bearing ZRT incorporates with the throttle tube. I was skeptical about this throttle before using it, but since I put it on my KTM test bike, I have been running them on almost all of my bikes here and have been extremely happy with the product. They are a little pricey at almostst 200 bucks, but they are bulletproof, give you a buttery twist, and feel less fat in your right hand! Plus for being a aluminum throttle tube, the extra vibration is very minimal. 

Handlebars/Vibration:Get a set of Pro Taper bars and get a little less vibration and more flex than the Renthal Fatbars. I currently run a Suzuki Race Team PT EVO bar (same as 996 Renthal) that will be on sale soon to the public. If you can’t wait for the Suzuki RT bend, go with a SX Race or YZ High bend (for rider height 5’8-6’1) from Pro Taper. 

Muffler:Putting an aftermarket muffler system on isn’t necessarily about more horsepower, but about changing the character of the engine in a way that the Honda needs. I went out and tested three different versions of what FMF is about to offer the consumer and the one I chose looks to be the one that will go into production. So what does the 4.1 system do? What I liked about the 4.1 system right off the bat is that it calmed down the vibration feel that I get on the Honda. For whatever reason bolting on the 4.1 helped the harmonic vibration that I get when hitting higher RPM’s from the stock muffler. This actually gave the Honda more comfort, because it felt less rigid! The 4.1 also made the engine character broader with better low end RPM response, but with a smoother roll on. Mid range is increased as well as slightly more top end/over-rev in 2nd/3rd gears. Before you email me and tell me you CAN'T get the FMF 4.1 for your new Honda, chill down... I know... It's coming!

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

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

Rear Axle Nut (Qty. 1): 

Stock: 128 Nm

Updated Spec: 120 Nm

Fork Top Clamp Pinch Bolts (Qty. 4):

Stock: 22 Nm

Updated Spec: 19 Nm

Fork Bottom Clamp Pinch Bolts (Qty. 4):

Stock: 20 Nm

Updated Spec: 16-17 Nm

Swingarm Pivot Nut (Qty. 1):

Stock: 88 Nm

Updated Spec: 81 Nm

Front Engine Hanger Plate Bolts (Qty. 4):

Stock: 26 Nm

Updated Spec: 24 Nm

Front Engine Hanger Plate Nut (Qty. 1):

Stock: 54 Nm

Updated Spec: 51 Nm

Cylinder Head Hanger Bolt (Qty.2):

Stock 54 Nm

Updated Spec: 51 Nm

Cylinder head Hanger Plate Bolts (Qty 4):

Stock: 32 Nm

Updated Spec: 29 Nm

Shock Absorber Upper Mounting Bolt (Qty. 1):

Stock: 44 Nm

Updated Spec: 42 Nm

Things You Can’t Do To Your 2021 That You Could With Your 2020: 

Gearing:You can’t install a 14 tooth countershaft sprocket without damaging the hydraulic clutch slave cylinder so don't do it! 

24mm Offset Clamps:Currently no one is making a 24mm offset clamp for the 2021 CRF450R at the time of this article. However, you can use a 2020 24mm offset clamp if you go with the 2020 front fender and number plate combo. The 24mm offset helps calm the chassis down under acceleration as well as help decrease rigidity feel. This was all a plus for me on the 2021 CRF450R. Installing a 24mm offset clamp with the fork height at 4mm gives the rider a more positive feel when the track gets beat up and rutty. Ride Engineering is currently working on a 23.5mm offset clamp that I will be doing a review on shortly. My two top clamps for this model would be either a X-Trig ROCS or Ride Engineering Split Clamp. 

Vibration: 

If you’re noticing a vibration up through your pegs into your handlebars on low RPM (4000-6000 RPM) try this with your 2021 CRF450R engine. I stumbled across this mod when Chad at XPR unexpectedly did this to my 2020 CRF450R without me even knowing. When I came off the track and commented I felt less vibration though my feet/handlebars as well as a better initial lean coming into corners he was kind of blown away. Since then I have tried this on another 2021 CRF450R and got similar results, so I thought it was worth mentioning to you. The first step to tilting your CRF 450R engine in the chassis is to loosen off all motor mounts and engine hangers,(without completely removing the bolts or nuts) seeing how you are going to have to quickly tighten the motor mounting nuts while holding the engine in place. This includes the swingarm pivot bolt, lower engine bolt, three upper engine bolts that mount to frame and engine, finally the left and right engine hangers on the sides of the frame and engine. Next step is to find a long flat blade screw driver or a longer tire iron works best. Place the tire iron or screw driver in between the frame and the engine in the middle of the lower engine bolt and the upper engine bolts. By pushing down on the tire iron or screw driver you will notice the motor lift up and back in the chassis. While continuing to push down on the tire iron or screw driver begin to tighten the three upper engine bolts/nuts first and then the lower engine bolt /nut. Get these nuts and bolts tight enough to hold the engine in place without the motor sliding down again. Torque these four nuts to the manufacturers specifications then move to the swing arm axle nut and finally to the engine hanger bolts and torque them to the manufacturers specifications.

Hopefully some of these inexpensive tips help you get some added happiness out of your 2021 CRF450R! Email me at kris@keeferinctesting.com and tell me how it's going!

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 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.

2019 450 MX Shootout

The 2019 450 MX Shootout has officially taken the checkered flag. After three days of testing, over 100 pages of testing notes, 16 test riders, countless engine hours racked up, and over seven hours of testing information sent to your ears (via podcast) we finally have a winner. The results changed dramatically from last year’s shootout and for 2019 the top five were all miserably close for each test rider. The tracks we chose to test at were also chosen by four out of the six manufacturers to evaluate their production machines before we got our hands on them. These tracks provided deep, loamy soil conditions in the morning that turned hard pack and slick towards the end of the afternoon. We feel these were the best tracks (combined with the prep that was performed) brought out each machines strengths and weaknesses. In doing this we feel the information gathered was the most accurate we could offer (from the west coast) from an evaluation standpoint. Below are the final rankings and a brief evaluation summary that were tallied up by using an olympic style scoring. If you want to hear more about each bike and get a much broader breakdown of each machine, click on the podcast tab to listen to the Rocky Mountain ATV/MC Keefer Tested Podcast Presented By Fly Racing And Race Tech right now!

First Place: Yamaha YZ450F

The Yamaha YZ450F won because it provided the riders with the most comfortable suspension, an easy to ride engine character, and a new found planted cornering ability. The small changes that Yamaha made did make a big difference out on the track. It’s also one of only a couple bikes that can use third gear through corners an get you out in a hurry. “Recovery Time” on this engine is impeccable and forgives riders when they make mistakes when shifting too early. Testers agreed that the YZ450F is much more confidence inspiring than that of the 2018 version through corners (cornering stability). It split wins/days with the Kawasaki, but the Yamaha had nine “individual test rider opinion wins” throughout the shootout that tipped the scales in its favor. Small changes on paper equals big changes out on the track for 2019. Congratulations Yamaha!

Second Place: Kawasaki KX450

The most improved machine in the 2019 450 MX Shootout belongs to Team Green. The KX450 won the first day of the shootout and was a favorite of most testers throughout the week. The chassis is well behaved and can be pushed hard by the rider without it doing anything out of the ordinary. The lightweight feeling of the KX450 is noticed immediately around the track and the free-feeling engine character makes it a very fun/playful bike to ride. With four “individual test rider opinion wins” it was the only other bike in the shootout to keep the Yamaha honest. Kudos to Kawasaki for making a great first year/generation KX450. That is not easy to do!

Third Place: Husqvarna FC450

The Husqvarna FC450 is one of the most connected throttle to rear wheel bikes in this year’s shootout. There is so much traction that it is deceiving to some testers to figure out how much throttle to give, to clear obstacles immediately out of corners. It doesn’t feel or sound like the Husqvarna is really hauling ass down the track, but you end up over jumping certain jumps at times because the FC450 is hooking up so well. All of the riders preferred the black throttle cam on the Husqvarna/KTM for more a snappier/quicker RPM response. The WP suspension isn’t holding this bike back as much as it did in year’s past and leaning it over in corners is made easy with its lightweight feel. The Husqvarna fell down the ranking because riders did want a little more throttle response in deeper conditions (even with the black throttle cam installed). The FC450 was one of only three machines to score more than one “individual test rider win”.

Fourth Place: KTM 450SX-F

The KTM 450SX-F has more bottom end and RPM response than the Husqvarna, but lacked some compliance/comfort when the track got choppy and rough. The KTM still feels lightweight through corners and gives riders, that lack cornering technique, more confidence through ruts. The Neken handlebar is a little more rigid than that of the Pro Taper bar that is on the Husqvarna and that doesn’t help on slap down landings. The engine character is smooth and linear thus helping/forcing riders carry more speed through corners. The WP/AER front fork lacks some small bump absorption, but once you break through that initial part of the travel, it is quite nice. The KTM 450 SX-F is one of my favorite bikes to ride with some minimal modifications done to it. The is how close all of these bikes really are! A little massaging here and there can make a fourth place bike a first place machine.

Fifth place: Honda CRF450R

Ride Red. No Wing No Prayer. The Honda CRF450R has the fastest feeling engine character in the shootout. If you’re looking to get from point A to point B in a hurry, the Honda’s engine will oblige. As fast as the CRF450R is, it still feels connected to the rear wheel without much loss of traction, but the rigidity balance is what hurt it the most. When the track gets hard packed and rougher, the Honda suffers from lack of stability. The front end gets a little twitchy and can be difficult to ride fast when track conditions get worse. The suspension has a lot of comfort, but that comfort needs to come from the frame more, in order to be a shootout winner. Riders did like the on-the-fly handlebar mounted map switch and its three modes. Each mode has a completely unique feel to it unlike other machines where switching maps didn’t make a “huge” difference.

Sixth place: Suzuki RM-Z450

The Suzuki RM-Z450 is the best looking bike out of the bunch. However, looks alone couldn’t get the Suzuki up the charts in 2019, but the zook has improved slightly since last year. The BFRC shock still unloads (kicks) off throttle, which causes the rider to have a lot of pitching coming into corners. Most riders didn’t mind the engine’s delivery, but just wanted more from the powerplant (especially on deep tilled tracks). The white coupler was almost unanimously used by all riders which helps “wake up” the bottom to mid range, but the Suzuki still signs off too quickly up top. The cornering of the RM-Z450 is still great, but other machines are as good, if not better than the Suzuki for 2019. This bike would be great for a rider who wants to spend less money and still have a good bike to go race/ride on the weekends. Small modifications can really help the Suzuki become a better machine. In fact, we will be doing a project 2019 RM-Z450 this year, so stay tuned!


If you have any questions about the shootout please feel free to email me at kris @keeferinctesting.com. As usual we have an open door policy over here and love to bullshit about dirt bikes. If you see me at the track, come over and say hey!

50 hours on the 2018 Kawasaki KX250F on California’s best tracks

SoCal Speedster

Riding and racing the 2018 Kawasaki KX250F throughout the year has been absolutely great. There’s a lot to be said about riding just one bike all year, but the best part has to be knowing that the handling is so predictable. As we all know, predictability of what the bike reacts too is extremely important when it comes to your confidence. With that, the Kawasaki is definitely one of the most confidence-inspiring machines they I’ve ridden in recent years. 

Spending hours and hours on the same bike is the way to feel comfortable. After the first few initial rides, I became very familiar with the KX250F’s planted mannerisms and smooth power. There’s really not a lot I did to make the Kawasaki competitive. Right off the bat, I set the sag to 100mm and ran at four turns in on the forks compression. After a rough practice day on a fast Glen Helen raceway course, I tightened up the headset to help with the high speed stability of the front end. 

I own a pretty nice 450 thumper that sat in my garage all year thanks to the KX250F’s fun and agile nature. Even on hilly tracks, I opted for the 250F over my personal bike. At my age I ride just for the fun of it, so every time I open up my garage and looked at the bikes I had available to ride I would load up the Kawasaki in the pickup truck and head out. Whether it would be Glen Helen or LACR for a weekend race, the Kawasaki was my choice.

The only maintenance I completed throughout the year was to change the oil every three hours and put in a new air filter every ride. The thing I noticed about the 250F was that you don’t wear out tires as fast, and the chains don’t stretch as much for sure. Everything about the KX-F is super easy to work on; changing the air filter and oil is quick and simple. The motor is just as strong and powerful after putting 40 hours on it. At one point, I got to do a little comparison with the 2019 Yamaha YZ250F. Thinking maybe the KX-F had gotten a little worn out in the power department, I put it to the test against the new Yamaha. After spinning a couple laps on the fresh YZ-F, the Kawasaki felt like the time on the motor was nothing. It was really nice to see a bike run so fresh after 40 hours! I was not happy having to return the Kawasaki as I liked it so much I wanted to buy it for myself. Based on what I’ve seen from this bike, I already can’t wait to ride the new 2019 Kawasaki KX250F!

Tod Sciacqua

Vet Exp

150 lb

50 years old. 

Started testing mini bikes when I was 13 years old and never stopped!