The release of the all-new XC machines from Kawasaki marks the companies first foray into the off-road world in a number of years. The KX450 XC is the flagship model and we got to check it out.

OK - another 450XC bike to add to the list of other manufactures who already make one...you might say. Yeah, that’s one way of looking at it. Sure Yamaha, Honda and the KT-Husky-Gas Group all have XC machines and have done for a while now. But what makes this model important is the fact that Kawasaki (probably since the days of the KDX200) have shied away from the off-road world of motorcycling. Along with Suzuki, Kawasaki only had a small range of dirt bikes available - until now.

The addition of the 230, the re-vamping of the 300 and now with the introduction of the 250 & 450 XC models, the Green Machine is really starting to run at optimum temperature. It’s been a while since we got excited about a green bush bike. Thankfully it’s lived up to the hype.

I spent a good couple hours on the 450 XC, which included the photo shoot and some hot laps around Moto Central. These 11-points are what I like about the KX450 XC and what I think you need to know.

1.

The bike is not made to trail ride. It’s for sure a race bike and should be treated as you would its Motocross cousin. Not to say that you can’t take it trail riding however, but just be aware it’s a far cry from the KLX450. It’s quick, racy and requires all the maintenance you would expect to give to a motocrosser.

2.

I rode the 450 XC at Moto Central in somewhat ‘not-ideal’ conditions. The tracks were very hard packed and quite slippery, which are not traits you align with 450cc dirt bikes. I ran the stock map and was pretty happy with how the power was delivered. The initial roll on is not too snappy that you can’t handle it, (with decent throttle control) while not being at all mellow that you feel underwhelmed. This engine package is a great choice if you wanted something that could suit just about anyone doing a whole bunch of different rides, races and terrain. Just maybe not Hard Enduro. Plus with different plugs you can make the delivery more or less aggressive. And if you go hard-out you can get the diagnostic tool and stick your own custom map in.

3.

Kawasaki used the KX450 as the base and only did minor tweaks to the bike to make it as bush-ready as minimally possible. An 18-inch rear wheel was always going to be on the cards with the wide range of rubber available. A side stand, 1-tooth larger rear sprocket, small bash plate and softer springs with Off-Road focused valving is pretty much all that makes the XC different. Initially I thought a change in gear ratios would have been best inside the XC transmission, but the extra tooth on the rear seemed to work well for the terrain I rode on. And at no point did I feel like I needed more top speed.

4.

I spent a lot of time in third gear around most of the Enduro loop at Moto Central. It was a gear that you could really lug and run on the edge of stalling, before winding on the throttle and quickly getting back into the meat of the power with a very linear curve and surprisingly good traction. It never felt like it wanted to stall either which allowed you to get busy on line selection, quicker cornering and planning ahead.

5.

I found the best part of the power curve was bottom to mid as the amount of torque, coupled with the super smooth delivery made getting traction on the slippery Moto Central track much easier. Hitting the rev limiter was kinda pointless as the meat of the power worked far better in the off-road conditions. It also allows for sudden power requirements like popping over logs, bogs or creeks.

6.

The ability to move the handlebars forward and back, as well as drop the foot pegs by 5mm is a godsend for taller riders like me. Kawasaki call it ERGO-FIT adjustable ergonomics. 5mm lower foot pegs doesn’t sound like much, but that can be everything to a taller rider looking for a little more room in the cockpit. Especially in an Off-Road setting where standing is happening on a more regular basis.

7.

Kawasaki has come to the electric start game and it’s a game I love playing. Having an electric starter on an MX bike is kinda handy. Having one on an Off-Road bike is kinda important. The amount of stopping and starting on the trail denotes that you will be having the engine on and off on a regular basis. What I also liked is that the starting sequence is super quick - so a dead-engine, cross-country start might see you at the pointy end of the pack. The button itself is different from the norm too. It is as if it’s designed to be accidental proof. You need to hit the center of the button to get it to engage. But once you get used to it, it becomes a non issue. There is no kick starter though so bear that in mind. Also bump starting it after a stall was a little hit and miss - more often miss. But again with the button why would you, right?

8.

Kawasaki pulled (pun intended) no stops with the XC range and equips the 450 XC with a hydraulic clutch and a new-design, cone-disc-spring clutch system - kinda like what KTM have. In short, the clutch uses a single coned disc spring instead of five coiled springs for lighter clutch actuation when the lever is pulled, and a wider clutch engagement range that helps the rider control the clutch better. Hydraulic clutches are like electric starts - once you’ve had one you don’t really want to go back to a cable clutch again. This setup performed really well all day and the feel and precision of the clutch was so good that…well, it was just so good.

9.

On the chassis side of things, the XC shares the exact same frame, sub, trail, rake, off-set, etc, as the MX version. The same Showa forks and shock are used but with one spring rate down in both ends and some Off-Road specific valving. They are spec’d as A-Kit technology, but what that means is not 100% clear. We’ve heard that AMA Supercross racers use A-Kit Showa gear - but I don’t see this stuff being at that level. However, it’s hard to go too far wrong when sticking to spring forks so we had no real issues with these - plus with the DLC coating the colour is very cool. If anything they might be a smidgen harsh for the terrain we rode on, though not to the point of being unstable. The terrain was rock hard and choppy, but the bike felt balanced and predictable. At times the front end would push through the turn a little and go wide, in what I think might be a combination of hard, skatey terrain and the back sitting a little high. But overall the 450 XC made you feel good about the input you gave it. I really want to try this bike again on any other type of terrain with a little more moisture and get into those clickers and sag a bit deeper.

10.

Like I mentioned earlier - the bare minimum was done to the KX450 XC to get it up to Off-Road spec. And to be fair they have done a pretty good job for Version 1. The Off-Road purest in me wants a slightly larger tank (another 2L), 6-gears, maybe some hard guards as stock and perhaps even a heavier flywheel (though again we had no stalling issues). Besides the larger fuel tank, the 450 XC would make a great cross county racer as it is. I would be hesitant to take it into the real depths of full-on Enduro - though with a few more low-cost mods it could potentially be a capable Enduro 3 racer.

11.

I don’t like the thin levers on the KX. For me personally, they don’t feel comfortable on my fingers and I don’t feel in as much control as I think I should be. Though another rider who helped out with the photos liked them - so go figure. I could can get around this a little by moving the lever further into the middle of the bars and engaging the fatter/outer section of the lever. But for the front brake side, that worked only so far before the reservoir hits the handle bars. I didn’t like the grips either - they felt too thin and a little tough - in my opinion. But I do like the new Renthal Fatbar bend over the old 7/8’s bar Kawasaki has been holding onto for years. It’s an easy and comfortable bend without a huge amount of sweep which I’m all about.

It is great to see that Kawasaki are putting some R&D into the performance dirt bike market and producing two new models in the KX450 XC and 250 XC. I wouldn’t be surprised if Kawasaki NZ sold out of every single XC bike they bring in. Green fans have been praying for these new additions for a long, long while now, and finally their prays have been answered.

CLICK HERE for more info on the 2021 KX450 XC from Kawasaki New Zealand.

2021 Kawasaki KX450 XC Highlights & Specifications

- Same 449cc Engine as the KX450
- Race-Ready Showa XC Suspension
- Dunlop AT81 Tyres
- Skid Plat & Side Stand
- Electric start
- Coned disc-spring hydraulic clutch
- Launch Control Mode
- Easy engine tuning via plugs
- Finger-follower valve actuation
- Off-Road specific brake pads
- ERGO-FIT adjustable ergonomics
- Renthal Fatbar handlebar