Testing Team Green’s “Special Racer.”

The current-generation KX450 has been in production since 2019 with only minor changes over its life span. The bike has fared very well in shootouts and comparison tests since it was released. How well? It’s won Dirt Rider’s 450 Motocross Shootout the past four years. But Team Green saw a market that some of its competition was capitalizing on and decided it was time to get a piece of the pie.

Announced on October 5, 2021, Kawasaki let the world know there’s a KX450SR on its way to a track near you. The KX450SR is a limited-edition model with approximately 500 bikes available in the United States. It comes with a host of updates, some minor and others very serious performance upgrades.

Kawasaki seems to have focused a little more on the performance parts and not so much on the vanity of its special-edition model. The graphics package is minimal, the seat cover is unchanged, and the bike doesn’t have any special colors or anodized aluminum parts. What’s truly special about this KX450SR are the big changes such as all-new KYB kit suspension with high-performance coatings, cylinder head modifications, a full titanium Pro Circuit Ti-6 exhaust system, and updated EFI mapping to give this bike some serious bark.

2022 Kawasaki KX450SR Engine

The standard KX450 engine is good, but doesn’t have “knock your socks off” power like the Honda CRF450R or Yamaha YZ450F. Team Green wanted to address this, so it modified the cylinder head by polishing the intake ports. We also noticed something else it modified that was not stated in the press release.ADVERTISEMENT

In looking at the combustion chamber that was on display, we noticed Kawasaki had significantly unshrouded the valves. We also knew from a previous test on a KX450 which was built for the Mint 400 off-road race that the Pro Circuit exhaust system works extremely well on it. Add in the reworked EFI mapping to match the modifications and you have a recipe for major gains.

As soon as the KX450SR engine comes to life, you immediately realize it’s not the standard model. Exhaust tone is crisp and throttle response is sharp. It feels much more like a YZ450F or CRF450R with a bark that would scare a bear off the track. It pulls stronger through the whole powerband, opening the door for possibly changing the gearing to help maximize the additional power.

2022 Kawasaki KX450SR Suspension

The standard KX450 comes with a Showa 49mm coil-spring fork and Showa shock; and while they are very good, some have criticized the stock fork setting for being too soft. Monster Energy Kawasaki factory racers sometimes have the option to use either Showa or KYB suspension. During his tenure with the team, Eli Tomac chose KYB over Showa. Kawasaki also chose KYB for the KX450SR.

Spring rates are the same as the standard model. The fork comes with 5.0 Nm springs and the shock uses a 54 Nm spring. The KYB kit suspension is a step above the production Showa components, and that alone almost makes the bike’s price increase worth it. The fork upper tubes are Kashima coated and the lower sliders are Diamond-Like Carbon (DLC) coated, both reducing friction and keeping friction surfaces clean. This makes for a more consistent feel and longer oil life.

The suspension is a noticeable improvement over the standard model, especially if you are an intermediate or more advanced rider. A heavier rider will also benefit from the firmer setup. The KYB components have better performance at higher speeds and during heavier loads without giving up any comfort in smaller bumps.

2022 Kawasaki KX450SR Chassis/Handling

The chassis also features significant changes such as a revised linkage ratio. Additionally, Kawasaki spec’d aftermarket triple clamps, which is something manufacturers rarely do. The bike features Xtrig ROCS, which are the same triple clamps used on the Monster Energy Kawasaki racebikes of Adam Cianciarulo and Jason Anderson. The KX450SR also comes with Xtrig’s Progressive Handlebar Dampening System (PHDS) that offers a total of 12 different handlebar mounting positions.

Additional upgrades that improve durability are D.I.D DirtStar ST-X rims, a D.I.D gold chain, Renthal rear sprocket, and a Hinson Racing Billetproof clutch cover. A Monster Energy graphics package finishes off the factory look. The ergonomics of the standard KX450 are excellent, possibly best in class. There is a small difference in the KX450SR because the Xtrig PHDS bar mounts position the handlebar about 8mm higher. This is beneficial for a taller rider but not those of shorter stature.

With completely different suspension, revised linkage ratios, and Xtrig ROCS triple clamps, there was a chance the KX450SR could lose some of its positively reviewed handling characteristics. Luckily, the bike is still well-mannered with only a slightly taller feeling in the handlebar.

How Does the 2022 Kawasaki KX450SR Ride?

We spent a day riding the KX450SR to see just how different it is from the KX450. I am very well acquainted with the standard version of Team Green’s flagship motocrosser and was quite anxious to swing a leg over this new weapon. Just leaving the Kawasaki test truck, it was immediately apparent this was not a standard KX450. The tone of the exhaust was crisp, slightly louder than stock, and almost intimidating. On the track, the engine delivered exactly what the exhaust was threatening—heaps more power.

It pulled harder everywhere, very similar to a YZ450F powerband but slightly more controllable. Sinking into some deeper corners in the morning wasn’t a challenge for second gear. I could actually leave the bike in third gear so long as I maintained even the slightest amount of corner speed. Later in the day, as the track began to break-in and develop lines, I no longer considered second gear on the fairly open layout.

The KX450SR’s power was still a midrange monster, but lacking a little over-rev compared to a Honda CRF450R or KTM 450 SX-F. The white EFI coupler is marketed as the aggressive setting, which I switched to. What I like about it is it seems to fire up the engine. It gave the KX450SR the same lighter-revving sensation and slightly less engine-braking as it does on the standard model.

The KYB suspension is definitely firmer and offers much more control than the Showa components on the regular KX450. It has a much broader potential for riding and racing; with some adjustments, it could possibly work for a vet all the way to a pro-level rider. While it was firmer, it was not harsh or uncomfortable. The fork is the most noticeable difference, offering a lot more holdup and control. The conditions of the test day were not going to even begin to push the fork to its limit.

With a suggested retail price of $12,399, the KX450SR is $2,800 more than the standard KX450. It’s also the same price as the Honda CRF450RWE. The differences between the KX450 and KX450SR could be described as more of a meat-and-potatoes upgrade. The graphics and color scheme, especially the Monster Energy logo, are becoming a little played out. However, upgrades to the engine power and suspension performance are not to be taken lightly.

The KX450 is an excellent motorcycle and has won Dirt Rider’s 450 Motocross Shootout four years in a row. But if it’s within your budget and you’re serious about your motocross riding experience, you will not go wrong with shelling out the extra dough for the KX450SR.

Gearbox

Helmet: Shoei VFX-EVO

Goggle: Scott Prospect

Jersey: Alpinestars Techstar Quadro

Gloves: Alpinestars Radar

Pants: Alpinestars Techstar Quadro

Boots: Alpinestars Tech 7

2022 Kawasaki KX450SR Specifications

MSRP:	$12,399
Engine:	DOHC, liquid-cooled single-cylinder
Displacement:	449cc
Bore x Stroke:	96.0 x 62.1mm
Compression Ratio:	12.5:1
Transmission/Final Drive:	5-speed/chain
Fuel System:	EFI w/ 44mm throttle body
Clutch:	Wet, multiplate; hydraulic actuation
Frame:	Aluminum perimeter
Front Suspension:	KYB 48mm fork, compression and rebound damping adjustable; 12.4 in. travel
Rear Suspension:	KYB shock, spring preload, high-/low-speed compression damping, and rebound damping adjustable; 12.1 in. travel
Front Brake:	Nissin 2-piston caliper, 270mm disc
Rear Brake:	Nissin 1-piston caliper, 250mm disc
Tires, Front/Rear:	Dunlop Geomax MX3S; 80/100-21 / 120/80-19
Rake/Trail:	27.4°/4.8 in.
Wheelbase:	58.5 in.
Ground Clearance:	13.4 in.
Claimed Seat Height:	37.6 in.
Fuel Capacity:	1.6 gal.
Claimed Wet Weight:	243 lb.
Availability:	Now
Contact:	kawasaki.com