With no changes to the 2022 model, we got our hands on a 2021 Kawasaki KX450 XC for a few weeks and really put the bike through its paces. And what an absolute pleasure!

With this bike (and the 250 XC) being all-new for 2021, it was no surprise when this model announcement saw no changes to the already incredible platform. The changes from the 450 motocross model are few and far between - the bike is straight MX with off-road perks and that’s kinda just the way I like these XC machines.

Starting right off the bat, 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, it will cruise along OK, but just be aware it’s a far cry from the KLX450 - there is not a lot of KL in this bike’s DNA. It’s quick, racy, and requires all the maintenance you would expect to give to a motocrosser - but you get back all the fun too.

I rode the 450 XC at a whole host of tracks and places. From deep sand to hard-packed Ardmore, to wide-open farmland and this bike didn’t miss a beat. The initial roll-on from the engine is not 450 snappy like a motorcrosser, while not being too mellow that you feel like you are waiting for it to kick into gear - mellow but by no means underwhelming. 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 obviously. 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. But I wouldn’t - it’s pretty good as is.

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. Perhaps a slightly lower first gear, but definitely not any more top speed.

I spent a lot of time in third gear around when tracking off-road. 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 searching for different line selections, quicker cornering angels, and planning well ahead.

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 more slippery tracks like Ardmore much easier. Hitting the rev limiter was kinda pointless as the meat of the power worked far better, especially in the off-road conditions. It also allows for sudden power requirements like popping over logs, bogs or creeks.

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.

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 the regular. 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 if you like to go real gnarly bush.

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 - kinda. 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.

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. On paper 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 soft for me specifically, but not enough for me to really worry about if I wans;t going to go full on racing. It this was to be a play bike I woudl leave it stock as.

Even when the terrain was rock hard and choppy, 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 low. But overall the 450 XC made you feel good about the input you gave it. And if I might say - it seemed to love the sand!

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 and plenty of bottom end). 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.

If Kawasaki doesn’t sell every single one of these KX450 XC machines…I will be very very surprised. The usability of the machine, the ease at how quickly you can gel with the bike, the super-smooth power delivery, and just the amount of fun I had on this bike right from the get-go really makes this bike something you should consider if you are in the 450 XC market. I recommend you test ride one.

CLICK HERE for more info on the 2021 KX450 XC from Kawasaki New Zealand and to find your nearest dealer and nudge em for a test ride today.

2021/22 Kawasaki KX450 XC Highlights & Specifications

- Same 449cc Engine as the KX450
- Race-Ready Showa XC Suspension
- Dunlop AT81 Tyres
- Skid Plate & 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