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Top 2013 Kawasaki KX450F Review - First Impressions

And why not? The big KX was a fire breather and perhaps the easiest starting big-bore four-stroke MX bike on Earth. It carved up berms like salami, and made air time look like a Blue Angels show.
But perfection is an elusive goal, so the folks at Kawasaki made a host of revisions to the 2011 model;

Kawasaki kept the motor about the same as last year. It still has the short DOHC cylinder head with a 12.5:1 compression ratio. Also retained from last year’s motor was the wedge-shaped crank that offsets 60 percent of the crankshaft’s reciprocating weight and produces an effective balance to keep vibrations down. The digital fuel injection (DFI) automatically adjusts to altitude and climate conditions via a small engine-control module, and a lightweight aluminum fuel pump is mounted in a different location in the fuel tank. Connecting the tuning software is now easier with a USB cable under the seat/gas-tank area.

Top 2013 Kawasaki KX450F Review - First Impressions

Like last year’s bike, Kawasaki suggests a leak-down test be done after ten hours of hard riding. All that horsepower needs to be maintained. We spoke with a rider at the press intro who campaigned a 2010 KX450F last season, and he relayed that even after 18 hours on the motor, the top end was still tight, and he only had to adjust the valves once. Good news for the Kawasaki four-stroke crowd.
A 43mm throttle body holds an ultra-fine atomizing injector, set at a 45-degree angle for good midrange and top-end power, via a 12-hole system that sprays the fuel in at 60-micron particles, allowing for smooth and accurate power delivery throughout the rev range.
Kawasaki also improved the transmission by incorporating a larger internal roller on the shift cam, and a stronger shift-return spring for more positive shifts, something our tester complained about on last year’s model.
Kawi also dialed in more flex in the aluminum chassis by incorporating steel versus aluminum mounting brackets for the motor. The piston crown has been redesigned to go with the larger high-volume muffler, along with a longer and hotter spark from the programmable ECU.

Top 2013 Kawasaki KX450F Review - First Impressions

Suspension has been modified to provide a supple ride over braking bumps, with damping settings matched to provide a smooth works-like ride for the aggressive rider.  The 2011 KX has a D-shaped aluminum swingarm that features a cross section of narrow ribs and thin-wall construction. It pivots high in the frame to increase rear-wheel hook-up. Mounting the rocker-arm of the Uni-Trak rear suspension linkage below the swingarm pivot provides a longer rear suspension stroke and allows for easier shock tuning.
Keeping current on the latest technology, the fork received the slippery DLC (Diamond-Like Carbon) treatment to the outer surfaces of the inner fork tube. This minimizes stiction when the fork is exposed to side loads that would otherwise restrict the action.  The suspension is very smooth due to a friction-reducing treatment Kawasaki calls “the Kashima Coat Treatment” on the inside of the forks tubes where all that damping and spring stuff is bouncing around. Also, the fork is a Kayaba Air-Oil-Separate unit that reduces frothing of the fork oil, which makes the fork handle rutted corners without pounding the rider’s forearms, a minor niggle on last year’s big KX. 
The rear shock wasn’t ignored and also gets the Kashima treatment with a larger 50mm piston, and more accessible high- and low-speed compression adjuster knobs. The shock also got a revised damping and spring rate to allow for a plush feel throughout the changes in track conditions.
The KX sports a narrow mid-section on top, with a firm urethane foam saddle with a non-slip surface to provide grip when standing. The KX gets wider at the bottom of the frame to provide the rider with better control. The 50mm-wide pegs offer superb grip and give the pilot a comfortable platform to work from.

Kawasaki’s MX History What came before the KX450F?
Story and photos by Matt Cuddy While we ooh and ahhhh at the newest technological marvel that is the 2011 KX450F, let’s take a look at what Kawasaki built way back when. One thing they all shared was big power. Seems Kawasaki has that horsepower thing down, even now. One of Kawasaki’s first forays into the world of motocross and scrambles was the 238cc Greestreak, a rotary-valved, open-piped beastie that was a screamer. It looked pretty damn nice, too. Many the Husky and Maico rider was put to the test as the Greenstreak whooshed by, throwing up a roost from the 30-plus-horsepower two-stroker. Kawasaki produced the ‘Streaks from 1968 to 1971. They were very light and powerful. Now considered a classic, they bring big money ion the vintage scene. Kawasaki upped the displacement in 1972 to 247cc and rebadged it the F81M, but it was still called a Greenstreak, with the rotary valve and open pipe. Kawasaki kept these around until 1974, when the first KX motocross series came out. Top 2013 Kawasaki KX450F Review - First Impressions

Top 2013 Kawasaki KX450F Review - First Impressions

Top 2013 Kawasaki KX450F Review - First Impressions

Lets take a giant step forward in time to the bike that made good, the mighty KX500. Produced from 1991 to 2004, the big KX was the king of the desert, and at the hands of guys like Larry Roeseler, from Baja to the Mint, it racked up many wins for the factory. It was a big dirt bike, more like a 1.5-scale of a normal open-class machine.

Top 2013 Kawasaki KX450F Review - First Impressions

Kawasaki still builds the KX500 motor, and if you want to, Service Kawasaki will stuff a new 500cc KX motor into a new aluminum KX250 frame for you, and you’ll have one scary fast dirt bike.
Now there are a lot of Kawasaki dirt bikes we missed (on purpose) but the ones that we chose, we figure were the ones that made history for Kawasaki, and set them up in the industry as a major player in all things fast and green.
As you can tell with this press- intro report on the 2011 KX450F, Kawi hasn’t lost any ground in that area. Kawasaki still hauls the coal and is on top of the horsepower game.
Now that we got all the tech stuff out of the way, it’s time for our test rider, Greg Jones (son of the legendary Gary Jones), to slide into the saddle and give us his impressions of the 2011 Kawasaki KX450F.

Top 2013 Kawasaki KX450F Review - First ImpressionsAdd caption

We asked Greg to do things that any normal MX racer wouldn’t do, like go into a corner a gear or two higher, and pull it out at low revs. We wanted him to make the bike fail in one way or the other by abusing the transmission, clutch, brakes and motor. Greg did what we asked, but he said the bike didn’t mind the abuse and pulled out without a bobble or complaint.
After getting feedback on the 2010 model, it looks like Kawasaki listened, because the 2011 KX450F is a vastly improved machine over the 2010 motorcycle. No more shifting problems, no harsh fork action, brake fade or funny belching-popping noises out of the motor under load.
The bike rips, and we asked Greg straight out if it was as fast as his CRF450 Honda. After hemming and hawing around, Greg said “yes”.
After the ride part was over, and we’re sitting around bench racing, it came down to the last two questions.
We asked Greg what he thought the worst thing about the new Kawasaki was. He replied, “The front end washes out on hard-packed corners if there’s no berm or rut to catch the wheel.” This was backed up by a few other test riders sitting at our table. So you have to steer it with the throttle on hard-packed corners that have no berm or rut. Maybe a new type of front tire, like an intermediate M21 Dunlop, would have helped. But we didn’t get to explore that possibility.

Top 2013 Kawasaki KX450F Review - First Impressions

We then asked Greg what he thought the best thing was about the new KX450F, Greg replied: “The power is electric; it starts from the bottom end and keeps building, never a flat spot or any kick in the powerband that would send you out of control. Very manageable power, and lots of it. The redline is 12,500 rpm, and the rev limiter lets you know when you’ve exceeded it.”
And after seeing and hearing the new KX450F in action, I can only agree. It not only sounds better, because of the larger silencer, but seems to track straighter through snotty terrain. Looks like all that work paid off, because everybody at the press intro, from riders to writers, thought the same thing: the bike is a winner.

Top 2013 Kawasaki KX450F Review - First Impressions

Congratulations, Kawasaki, it looks like the KX450F is another model in your long line of MX bikes that is going to kick some wholesale booty. And since the CRF450F and YZ450F are in a state of suspended animation for 2011, sales are sure to go to the big green bike.

Top 2013 Kawasaki ZX-10R Unveiled

The result is a bike said to be a huge 2 seconds quicker around Autopolis than the 2010 edition in
back-to-back testing on identical tires on the same day. This indicates it has the potential to turn better lap times than its literbike competitors.

Cap: The 2011 Kawasaki ZX-10R looks especially sinister in its black version. It’s a new favorite among Japanese sportbike design.

The Ninja’s list of new technology is a lengthy one, so we’ll go through all the detail changes in categories.
S-KTRC (Sport-Kawasaki Traction Control)
With S-KTRC, Kawasaki becomes the first Japanese manufacturer to deliver a race-bred traction-control system to the masses. As an evolution from what was learned on the MotoGP stage, Kawasaki points out that this traction-control system has been developed “to help riders push harder on the track by maximizing acceleration.”
Whereas the KTRC on the Concours 14 is designed primarily for safety, the S-KTRC helps reduce lap times by allowing a certain amount of slip before intervening. As long as “effective traction” is maintained, the TC will still allow power slides and wheelies.

Top 2013 Kawasaki ZX-10R Unveiled

Wheel-speed sensors are a key component of OEM TC systems, but S-KTRC does without an accelerometer (Ducati) or a gyro bank-angle input (BMW). The Kawi system (in development for five years) uses a Mitsubishi ECU to monitor engine speed, throttle position, acceleration rate and comparative wheel speeds to judge the bike’s slip angle, retarding ignition timing if the tires need to be reined back in. Data points are examined an incredible 200 times per second! By doing without accelerometer or bank-angle sensors, S-KTRC has no fixed maps, so the TC is able to adapt to modifications like exhaust systems or engine tweaks. Kawasaki claims its TC system is so sophisticated that it can predict when traction conditions “are about to become unfavorable,” so it can engage mildly before slippage exceeds the range for optimal traction, minimizing harsh intervention.
Three levels of TC can be dialed in from handlebar switchgear, even while moving, and it can be switched off (while stopped) if you’re especially brave. Your chosen TC setting is stored in memory – like the Ronco Rotisserie, just set it and forget it!
The bottom of the new gauge pack has a 7-section bar-graph display showing the amount of TC intervention. Jeff Herzog, Kawasaki’s senior media relations coordinator and a former racer, said he saw only one bar light up during a full-throttle corner exit over a racetrack’s curb. “You’ll be amazed how often you’ll be able to use full throttle,” he says.
All-New Powerplant
With BMW’s S1000RR blowing away the competition in terms of horsepower, Kawasaki has a lofty target to reach.
Despite what you may have read elsewhere, the new 10R does not have a big-bang firing order, nor horizontal cylinders or variable valve timing. Nevertheless, this is sure to be a potent Japanese literbike engine. The focus was to increase power throughout the midrange to make it more manageable in a variety of conditions.
Kawasaki has reconfigured its inline-Four layout by moving the clutch’s input shaft much higher than previous. This enabled the crankshaft to be raised slightly, further moving the center of mass higher. Contrary to popular belief, a lower CoG isn’t always desirable on a motorcycle, and Kawi claims improved mass centralization and the higher spinning mass provides greater agility.

Top 2013 Kawasaki ZX-10R Unveiled This diagram shows the relationship between the crankshaft (on right) and the input (clutch) and output shafts. The green triangle shows the 2011 configuration with the input shaft now above the output shaft, which remains in the same place as in 2010.

To squeeze out maximum power, engineers at Team K offset the connecting rod centerline 2mm toward the exhaust side from the bore center. This places less lateral loads on the pistons, reducing power loss due to friction. This process requires labor-intensive torque plates to bore the cylinders accurately.
The crankshaft is now made of a harder material to handle big power. New short-skirt pistons are lighter by nearly 6 grams, offset by stronger con-rods that add about 20 grams but help damp vibration. A single-shaft secondary balancer is said to have its vibration-damping parts simplified for less weight, yet it works well enough to enable the size of the handlebar weights to be reduced, contributing to improved steering response.
Much work was put into the new cylinder head, including 1mm larger titanium intake valves and wider intake ports with a polished finish for smooth flow. Diameters of the titanium exhaust valves remain unchanged, but the exhaust port layout is completely new. New camshafts offer increased lift on both the intake and exhaust sides, and they have changed from cast-iron construction to chromoly steel with a lapping treatment said to offer increased durability and to allow stronger valve springs.
The 10R’s 76.0mm bore and 55.0mm stroke are retained, but the rev limit has been lifted from 13,000 to 13,750 rpm. Peak torque now arrives higher up the rev zone, which is said to eliminate dips earlier in the powerband.

Top 2013 Kawasaki ZX-10R Unveiled The 2011 ZX-10R. Note the pronounced beak that extends well past the front axle and the thin-spoke wheels that shave nearly 2 lbs of unsprung mass.

The 6-speed transmission has mildly juggled primary- and final-drive gear ratios that yield closer steps between gears 4 and 6. Racers will appreciate the new cassette design that greatly simplifies trackside gearing changes. A slipper clutch continues, likely still excellent.
The Ninja’s ram-air intake is closer to the bike’s nose for greater ramming effectiveness, with air traveling through the frame’s steering head to a larger airbox and a more efficient air cleaner that pledge better breathing. Larger fuel-injection throttle bodies (from 43mm to 47mm) promise more power and are fitted with sub-throttle valves and dual injectors. A new Idle Speed Control valve is borrowed from Jet Ski technology to automatically adjust idle speed and offer easier starts while helping pass emissions regulations.

Top 2013 Kawasaki ZX-10R Unveiled

Getting spent fuel out of the engine is the responsibility of a lovely header made from a heat-resistant titanium alloy that offers better durability than standard titanium. Aft of the free-flowing header’s hydroformed collectors is a stainless-steel pre-chamber that includes two catalyzers and an exhaust valve. This under-engine chamber allows a reasonably small stainless-steel muffler on the right side. As is becoming standard on high-performance motorcycles, the new ZX-10R’s power production can be set to various levels that can be selected on the fly. The Low setting delivers 50-60% of maximum. The Middle setting is interesting. It clips power to about 75% of max output, as you might expect, but full power can be temporarily accessed based on throttle position and “usage.” We were shown a chart in which peak power in Middle can climb as high as Full at the upper rev zone, which sounds far more entertaining than the intermediate setting on some other power-mode systems. Unlike the S1000RR, the power setting can be set independently of the traction control.
Chassis and Frame
The Ninja’s aluminum-beam perimeter frame is a departure from the previous bike’s over-the-engine design, resulting in a more direct line from the steering head to the swingarm pivot that is purported to offer higher levels of feedback and enhanced stability when cornering. Built from cast-aluminum pieces, the nicely finished frame requires less welding and has high rigidity with minimal wall thickness.

Top 2013 Kawasaki ZX-10R Unveiled

Similarly, the 10R’s swingarm is assembled from three cast aluminum pieces and has a high-quality look. Going against the fashionably long swingarm trend, the Kawasaki’s is said to be shorter than its competitors. The old ZX-10R (ZX1000F) had the laziest steering geometry in its class, so it was tightened up on the new 10R (ZX1000J/K) to aid the bike’s agility. The steering rake is clipped from 25.5 degrees to a more typical 25.0 degrees, with trail also slightly reduced (3mm) to 107mm. Just as important to the J/K’s new nimbleness, says Kawi, is the engine’s higher center of gravity, explaining that it is now easier to load the front tire for better traction and feedback. The wheelbase stretches 10mm to 56.1 inches, but it can be shortened 16mm if the exhaust’s under-engine pre-chamber and two links of the chain are removed.
Weight has been shaved everywhere, including a lighter battery and ECU, contributing to a 22-lb weight loss to a stated 436.6-lb wet weight. This matches the class lightweight, the Honda CBR1000RR, and makes it 16 lbs lighter than the S1000RR.
Suspension

Top 2013 Kawasaki ZX-10R Unveiled

Up front is a 43mm version of Showa’s recent Big Piston Fork, a design we appreciated when testing it on the 2009 ZX-6R. It provides an onset of damping earlier in its stroke to enhance stability during maximum braking, and it weighs less than a conventional cartridge fork. Like any modern literbike, the 10R’s suspension is adjustable for preload, compression and rebound. The rear suspension also incorporates some innovation, as the monoshock is placed nearly horizontal compared to the upright unit on the previous bike. Kawasaki says this back-link design contributes to mass-centralization efforts and somehow provides more feedback. It also frees up room for a larger under-engine pre-muffler chamber, enabling a smaller primary silencer, and also features a piggyback reservoir and dual-range compression-damping adjustability.
The suspension will have an easier job thanks to lightweight gravity-cast wheels. The 3-spoke designs offer immense reductions in unsprung weight: 330 grams less up front; and 490 grams in the rear. That adds up to a huge 1.8 lbs less rotating mass!
Ergonomics
The Ninja’s rider triangle has been tweaked slightly but significantly. The seat height drops 17mm to 32.0 inches, and the handlebars have a reduced downslope for improved comfort. The footpegs are 5mm lower and 2mm forward, and an adjustable mounting allows them to be placed a further 15mm lower for greater legroom.

Top 2013 Kawasaki ZX-10R Unveiled Adjustable footpeg mounts provide 15mm extra legroom in their lower position while still having plenty of ground clearance for street riding.

Instrumentation
A combination of LCD and LED displays make up what is one of the trickest gauge packs in the industry. At the top is a bar-graph tachometer lit by LEDs, a first on a mass-production bike. The LED illumination is massively brighter than any LCD display, so it is easily visible even in direct sunlight. How bright? The illumination is automatically reduced by 92% at night so it doesn’t blind a rider. In comparison, the brightness of the LDC panel is reduced at night by only 60%. The tach’s LEDs flash when revs reach the adjustable shift point selected by the rider, impossible not to notice.
The LCD panel relays scads of info, including the digital speedometer, dual tripmeters, coolant temperature and clock. Also to be monitored are the power-mode setting, S-KTRC levels, gear position and lap times. An Eco mode appears when you’re riding the 10R like a granny.

Top 2013 Kawasaki ZX-10R Unveiled Bright LEDs make up the bar-graph tachometer. A host of other information is transmitted via the LCD cluster below.

Track riders will appreciate the gauges ability to be switched into Race Mode. This replaces speed with gear position at the center position, flanked by lap times on the left (instead of odometer) and speed on the lower right (instead of the clock).
Appearance
We’ve seen the new ZX-10R in the flesh, and we consider it to be the most attractive 10R ever. The overall shape is chiseled but sleek, with a pointy beak anchored by a centrally located ram-air duct and flanked by sinister-looking line-beam headlights. A nice touch is a 3-bulb LED position lamp at the top of the ram-air duct.
LEDs also provide lighting for the front turnsignals incorporated into the mirrors and the 9-bulb taillight. European ZXs get rear turnsignals faired into the diminutive tailsection, but the DOT forces our bikes to get traditional stalk-mounted clear-lens signals.

Top 2013 Kawasaki ZX-10R Unveiled Twin line-beam headlights bookend a voracious ram-air duct, capped off by a slick LED positioning lamp.

KIBS (Kawasaki Intelligent anti-lock Brake System)

Top 2013 Kawasaki ZX-10R Unveiled

Although many sportbike riders aren’t yet sold on the idea of ABS, KIBS, a “supersport-grade” system, might change some minds. This is allegedly the first ABS-equipped bike in which the fuel-injection ECU communicates with the ABS computer, taking inputs from the bike’s many sensors to make the system operate as seamlessly as possible. Kawi says typical ABS ECUs operate at a 100-millisecond rate, but its unit blazes at just 5 ms. This yields precise control of brake pressure, avoiding the unpleasant sensation of freewheeling when the anti-lock control kicks in, and Kawasaki promises smooth feedback at the lever. A $1000 option, this new Bosch ABS unit is said to be the world’s smallest and lightest, adding only 6 lbs.
Four-piston Tokico radial-mount calipers bite on 310mm petal-shaped discs, whether equipped with ABS or not. A 220mm rear disc is squeezed by a small single-piston caliper.
Summary
The 2011 ZX-10R might be the most important sportbike to be introduced this year. Its all-new design offers a huge number of advancements over the previous 10R (last extensively revamped in 2008). Pre-launch track testing reveals it to be significantly quicker against the earlier generation, which was no slouch, and it also offers important improvements in comfort, instrumentation and curb appeal.
But the talking point most likely to be discussed is the S-KTRC traction control, noteworthy for its alleged sophistication and for being the first Japanese bike to have a performance-grade TC system. Also remarkable is that S-KTRC is standard equipment.

Top 2013 Kawasaki ZX-10R Unveiled Yep, we already had a chance to try on the 2011 ZX-10R for size. We like the new ergo layout and appreciate footpegs that can be lowered when not mach-ing down the Corskscrew.

All this freshly hatched technology can be had for $13,799 when the bikes hit dealers by early December. We can’t wait to test it for ourselves to see if it’s ready to take on the S1000RR for our Sportbike of the Year honors.