Photograph by Sean Klinger
The 2017 Kawasaki KX450F has some a few refinements that help it get along with the driver on the track.
Kawasaki met us at Milestone MX Park recently so we could take delivery of our 2017 KX450F. We spent most of the morning doing some whips, permanently destryoing berms, and busting out fairly sweet lookbacks for all of you reading this, but after all of that fun was had, we went out and spent a few hours to get acquainted with the new green machine. For 2017 Kawasaki failed to just flip over the 2016 edition they did do a few “key” revisions to the new model. Kawasaki revised the ECU settings, added new triple clamps (modeled after the factory motocross race team) made to increase rigidity for better corner entry, made front fork suspension valving changes to improve damping feeling, the air valves on the fork are interchanged for better valve place, the seat base has been reinforced to avoid cracking under heavy loads (assume seat bouncing), rear shock addition ratios are updated with a new linkage and pull rod, updated back shock valving settings along with a lighter overall spring weight material, a brand new swingarm for better suspension distance and to keep from getting rocks/debris from getting stuck in swingarm region, and for the cosmetic side of things Kawasaki went with in-mold graphics, built into the shrouds, for better strength and a more scratch resistant surface area.
Photograph by Sean Klinger
In-mold graphics find its way on the 2017 KX450F.
Engine: The engine character as expected was similar to the 2016 design. It comes on smooth and creates rpm’s very calculated. There isn’t really anything too arm jerking about the power delivery, which is good feeling on a 450cc sized device. There is already plenty there so that you can be had. The rpm response feels a little crisper and cleanser than in years past. Last year’s bike had a de-cel pop which was tough to get rid of, but it seems Kawasaki has remedied this for 2017. Mid-range is very broad on the KX450F and pulls hard into a very healthy top end pull. The new ELECTRONIC CONTROL UNIT settings are responsible for an over-rev that feels improved from the 2016 version. Coming out of corners in second the particular 2017 can be revved out somewhat further than the older model. 3rd gear also pulls longer at the 2017, especially when the track is certainly tilled up deep and it is really soft. Kawasaki may not have the most exciting 450-engine character, but it really does get you from corner to part very effectively.
Photo by Sean Klinger
A new linkage ratio and draw rods are one of the new revisions which make the KX450F feel more well balanced when the track gets rough.
Suspension: The 2017 KX450F is still utilizing the Showa SFF-Air TAC fork, which usually wasn’t our favorite out of the bunch in 2016. My initial impression of the 2017 updated SFF-Air version is that it does hold up better in the cerebrovascular accident. Last year the fork bottomed and when we did finally get it to keep up in the stroke, it grew to become really harsh in the mid-stroke. Landmark had some really deep ruts and good size braking lumps and the 17 fork was slightly better on this day. The primary standard air pressures have changed from 2016 and now the configurations are set at 152psi within the inner chamber, 16. 7psi within the outer chamber, and 174psi within the balance chamber. These 2017 primary settings are softer than final year’s, yet felt improved to the track. Beefier valving has made this new air pressure setting probable and is a better direction for ease and comfort around the track. I didn’t want to change air pressure on this initial test, but went a couple keys to press slower on the fork rebound, which helped make the Kawasaki stick much better in ruts. It wanted to take out of ruts, but with rebound slowed down in the fork the KX 450F’s ride attitude in ruts had been much better. With the swingarm change We unfortunately couldn’t feel any good or negative affects while examining. The rear end of the 17 KX450F felt the same to me as the 16. With the valving changes they did make to the suspension in 2017, I do notice a better overall balance/ride attitude while riding aggressively.
Chassis: The triple clamp change that Kawasaki made was for the better. Initial “lean in” coming into edges has improved and makes the front-end feel more connected to the ground. It still doesn’t feel like a Suzuki or Honda coming into corners, but the 2017 KX450F feels more like a front-end steering bike than ever before. It does feel long especially through middle corner, as it will take a little more entire body english to make it stick completely around a long rutted turn. Straight-line stability is still very good and bump intake by the long feel of the aluminum frame makes for a plush trip over square edge bumps.
Photo by Sean Klinger
Nick Evennou has already established our 2016 KX450F Long Haul every year. He commented that the 2017 engine felt like it ran clearer and cleaner than the 16.
After only a few hours within the new 2017 Kawasaki KX450F this sure feels like the revisions have helped in key areas how the 2016 lacked. Will it be enough to make it a favorite in the Grime Rider stable? Stay tuned for more to dirtrider. com and Dirt Rider Magazine to find out!
Photo by Sean Klinger
The updated Showa suspension holds up better and has more damping sensation when falling from the sky.
Photo simply by Sean Klinger
It still requires some work by the rider to find the Kawasaki settled all the way around rutted corners.