- Usable power and torque
- In standard trim the KLX has plenty of go for the average rider
- The engine is versatile, smooth, and torquey
- Riding this bike all day won’t tire you out
- Tyres, chain and sprockets should hold up well
If you jump from a 250F to a 450F the difference is astronomical. You go from something that you’re totally in control of, to something that you have to manage. It can be fun to have that power on tap but we don't all need it and yet we don't all have a choice. Until now. Cue the drum roll and wheel in the KLX450R.
Kawasaki’s KLX is not perfect, but I think it may be closer to what the average rider wants and needs.
Engineering and appearance
The KLX450R has a strong and versatile engine, coupled with a plush but not too soft suspension package and good ergos.
The engine is smooth and quiet standard. It’s also very torquey and never seems to be trying to pull away from you. It eases off the line and continues in that fashion all the way up the rev range. It isn't slow though. It has poke and response as you’d expect from a 450, but it isn't as keen on throwing you off at any given chance.
If you want more bang for your buck then open up the air box, put on a performance pipe and re-jet accordingly. That’ll get you some more low down response and spark for minimal cost.
Suspension-wise, tipping in to corners you can feel the front push slightly as the bars seem to turn faster than the rest of the bike wants to tip. Once it’s in the corner its smooth sailing, but that initial part of the turn takes some getting used to.
I did well over 500kms on the KLX in varied conditions. One ride was a slower technical day of about five hours, while another was two refuels worth of beautiful single trail that led to rocks and finally flat-out open trail at over 100kph. The KLX aced everything. I got faster and faster on it as my confidence grew and by the end of day two, the Kwaka was the fastest bike through the fastest tracks.
The twin cartridge fork is very good and we only felt it get upset by side-ways hits. Other than that it was stable and soaked up everything in its path.
Performance and handling
Not everything is rosy on the KLX. The exhaust hangs too low and juts out too far. My boot got stuck on it more than once and it makes it difficult to access the oil filter. The seat-tank juncture is very steep and could be rectified by sacrificing 200mls of fuel capacity to bring that lump down. The seat is wide at the front and finding the choke button is like playing ‘Where’s Wally?’ It’s almost impossible to get to the shock spring adjustment ring too.
We can live with all of that because the ride is so good.
The KLX is a trailbike that can give enduro bikes more than a run for their money and it’s an enduro bike that’s more versatile than most. The KLX can be ridden all day and very fast. The areas where CRF or EXC will catch it out will be dictated by the rider as much as the track. It will be out-accelerated, and in tight tracks a WRF, a ‘Berg or a Gasser are easier to ride. But, at the end of the day the rider on the KLX won’t be buggered, and could well have shamed the others on the open trails and rock shelves. Your tyres, chain and sprockets should also be in better shape in the long term.
To read in-depth motorcycle reviews, see the latest issue of Motorcycle Trader & News, on sale now.
See the Kawasaki KLX450R for sale here.
Specifications
Engine type Four-stroke, liquid-cooled, single
Displacement 449cc
Bore x stroke 96.0 x 62.1mm
Compression ratio 12.0:1
Fuel system Keihin FCR40 x 1
Ignition Digital Ignition
Starting system Electric/Kick
Transmission Five-speed
Frame type Perimeter, Aluminium Alloy
Rake / trail 27.7 ° / 122mm
Suspension Front 48mm Inverted AOS telescopic fork
Suspension Rear Uni-Trak
Front wheel travel 305mm
Rear wheel travel 315mm
Front tyre size 80/100-21 51M
Rear tyre size 110/100-18 64M
Brakes Front/rear Petal Disc/Petal Disc
LxWxH 2180 x 820 x 1255mm
Wheelbase 1480mm
Fuel tank capacity 8 litres
Seat height 940mm
Curb weight 125.9kg