Version: 22 May 2012

MODEL NAME KX450FMARKETING CODE KX450F

Intended as a general reference for the preparation of sales promotion and marketing material, some of the material contained herein may not apply to your market.INTERNAL USE ONLY

OVERVIEW --------------------- P.2

AT A GLANCE ------------------ P.4

KEY FEATURES ---------------- P.5

HARD-HITTING FUEL-INJECTED POWER ---- P.5

FACTORY-STYLE CHASSIS COMPONENTS AND TUNING ----------------------------------- P.14

ADDITIONAL FEATURES ---- P.23

COLOUR(S) ------------------- P.24

SPECIFICATIONS ------------ P.25

2013 MODEL INFORMATION

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OVERVIEW

KX design philosophy is simple: put mid-level to expert riders on the top step of the podium – and that is what the KX450F does best. Engine and chassis performance delivers what riders need to win. And complementing this dominant performance, the KX450F is loaded with advanced technology and industry firsts that give riders an even greater edge.

CHAMPIONPERFORMANCE

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OVERVIEW

Proven Performance Industry-leading Advanced Technology

PSF advantages:- Increased bottoming resistance & road

holding: During compression the counterforce

generated by pressurised air is firmer than a spring; during rebound air offers less resistance than a spring.

- Wider setting range: PSF range of adjustability (green) is much

wider than AOS spring (grey).

Increased performance at all rpm (especially ultra-low to medium-rpm torque) thanks to:- revised piston crown- revised ECU settings

- Stepless setting adjustment: Riders are not limited to STD and optional

“spring” settings.

- Hassle-free adjustment

- Significant weight reduction: 750 g lighter (total)

Racing Dominance NEW Next-generation suspension: Pneumatic Spring Fork (PSF) NEW More powerfulengine

AMA factory racer-spec system gives riders an edge when starting in low-grip conditions.

Launch Control Mode

Plug-and-play DFI couplers give riders easy access to 3 engine maps: Standard, Soft and Hard conditions.Each of the maps can be reprogrammed using the KX FI Calibration Kit.

DFI Setting Data Selection

Riders are able to fine-tune their riding position with:- 4-position handlebar- 2-position footpegs

Adjustable Ergonomics

2011 AMA SX Champion

2011 AMA MX Champion

2012 AMA MX Champion

Advanced design fork replaces springs with pressurised air.

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AT A GLANCE

449 cm3 liquid-cooled, 4-stroke Single withbattery-less fuel injection - P.5

Fuel-injected engine offers hard-hitting power across the rev-range while ensuring stable fuel-metering in all conditions.

Race-ready front suspension - P.17Diamond-Like Carbon coating reduces sliding friction for improved fork action, especially during cornering. Kashima Coat and high-precision machining further reduce friction.

Factory-inspired tuning - P.6Works-base bridged-box bottom piston (unique Kawasaki feature used for the first time on a mass-production motocrosser on the 10MY KX450F) is just one of many features inspired by our factory racers. For ’13, fine-tuning to the piston, intake cams and ECU settings result in increased performance, especially ultra-low to mid range torque.

NEW

New Uni-Trak rear suspension - P.18Linkage mounts below the swingarm for more precise suspension tuning. Dual compression adjustability offers a wide range of tuning options. Kashima Coat on the tank cylinder improves action. For ’13, revised damping settings match the new front fork.

NEW

Slim aluminium perimeter frame - P.14Aluminium perimeter frame is a lightweight construction composed of forged, extruded and cast parts. Slim design contributes to racer-friendly ergonomics.

Factory styling - P.22Complementing the new front fender design and white rear fender, factory-style graphics, black alumite1 rims, black fork guards, blue alumite1 finish on the suspension adjusters, and a blue finish on some of the engine trim give the KX450F the looks to match its highly tuned performance.

NEW

Slim, racer-friendlyrider interface - P.18

Slim frame, minimalist bodywork and a flat tank-seat line were designed to make it easier for racers to go fast. New handle grips enable a more compact riding position.

NEW

Progressive throttlelink - P.11

Lightweight 43 mm throttle body uses two shafts joined by a progressive link to give sharp response and excellent power feeling.

Petal brake discs - P.21

Front and rear petal brake discs are complemented by a new front brake master cylinder and front brake pads, for stronger braking performance and enhanced control.

NEW

Pneumatic Spring Fork (PSF) - P.15

The KX450F is the first mass-production motocrosser to features this next-generation fork technology. Shock absorption duties are carried out using pressurised air instead of springs. Reduced weight, easier adjustability and a wider setting range are some of the advantages.

NEW

Launch Control Mode - P.7

Factory-style launch control system increases the chance of getting a good start by helping riders maximise traction when starting on a slippery surface.

Adjustable handlebar position - P.18

A choice of four positions allows riders to tailor their riding position. Factory-style Renthal handlebar and pad come standard.

Adjustable footpegposition - P.19

Riders can choose from two positions to suit body size and preference.

DFI Setting Data Selection - P.8

Using the provided DFI couplers, riders can quickly and easily access their choice of three maps (standard, hard, soft) provided in the new ECU.

Setting-adjustablemotocross ECU - P.9,11

Lightweight ECU was designed specifically to withstand the rigors of motocross racing. ECU contains three engine maps (plus a fourth for Launch Control Mode). Settings for the three maps can be reprogrammed with the optional KX FI Calibration Kit.

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KEY FEATURES

HARD-HITTING FUEL-INJECTED POWERFuel-injected 449 cm3 liquid-cooled, 4-stroke Single delivers hard-hitting power from low- through high-rpm. The broad powerband and responsive throttle offer a broad spread of torquey response that enables racers to get on the gas and go even from down low. In addition to the inherent benefits, fuel injection contributes to the KX450F’s lag-free acceleration, especially after landing jumps. Already featuring race-inspired tuning and parts like the high-performance piston with bridged-box bottom (a mass-production first when introduced on the 2010 KX450F), for 2013 engine fine-tuning and revised ECU settings offer increased performance, especially ultra-low to mid range torque. Other changes ensure the KX450F meets stricter noise regulations.

1

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KEY FEATURES

Factory-racer engine tuning

NEW

* High-performance piston, featuring the same design used on our factory racers, contributes to improved performance at all rpm. A short skirt, reinforced external ribs and the industry’s only mass-production use of a bridged-box bottom, featuring internal bracing, result in a lighter, stronger piston.

* Revised piston crown is 0.2 mm lower and features sloped edges (instead of a step at the crown edge). The revised surface contributes to improved performance. (Compression ratio is unchanged.)

(Photo 1)

NEW

NEW

* Revised intake cam profiles with reduced lift (0.4 mm less) complement the new piston and revised ECU settings, contributing to engine performance.

* Revised ECU settings (fuel and ignition maps) ensure the ideal fuel-air mixture and offer a smoother power delivery when transitioning from low to high rpm, as well as improved engine braking characteristics.

* Wedge-shaped crank web increases offsetting moment for a high crankshaft balance factor. At close to 60%, the balance factor of the ’13 KX450F is on par with Ryan Villopoto’s factory racer. The high balance factor contributes to reduced engine vibration, smoother power delivery and increased performance – especially at low rpm, where response is noticeably snappier.

* In addition to generating the electrical output necessary to ensure easy starting, the large-diameter ACG also contributes to engine feeling at partial throttle.

12MY 13MY

2

A

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KEY FEATURES

* The KX450F features a launch control system similar to that on our factory racers. With the simple press of a button, riders can activate a separate engine map designed to ensure efficient race starts in slippery conditions. (The Launch Control Mode map retards ignition timing, allowing tyres to gain grip in low-traction situations, and allowing riders to focus on their lines.) (Illustration A)

* Launch Control Mode has the greatest effect within the first few seconds of releasing the clutch off the start. This is the most crucial time for riders to get ahead of their rivals so they are better positioned going into the first corner.

* Launch Control Mode works in 1st and 2nd gear (and Neutral). Once the rider shifts into 3rd gear, the system is automatically disengaged, switching back to the normal engine map.

* System designed to the same specifications as that of our AMA factory racers.

* Even for top-level riders, controlling the massive power of a 450cc-class motocrosser off the start requires a high degree of throttle control and clutch finesse. By slightly reducing this power, Launch Control Mode helps riders maximise traction, increasing the chance of getting a good start.

* To activate Launch Control Mode riders depress the launch control button (for two seconds or more), located at the left handle. (When activated, the indicator lamp next to the button will flash quickly to let the rider know.) (Photo 2)

KX motocrossers have long drawn on works technology to offer riders the best possible performance right out of the box. Launch Control Mode is just one of the factory features that give riders an edge when lining up at the start gate.

The holeshot advantage: Launch Control Mode

3

Soft

Hard

Standard

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KEY FEATURES

* Instead of a single engine map, the ECU features three (four, counting the Launch Control Mode map).

* Initial settings for the three maps are: Standard, Hard (conditions) and Soft (conditions). Using provided DFI couplers, riders are able to easily switch between the three maps to suit riding conditions. Plugging in each of the 4-pin couplers activates the corresponding engine map. (Plug is conveniently located on the right side of the head pipe for easy access without having to remove any parts.) (Photo 3)

* Each of the three maps can be reprogrammed using the optional KX FI Calibration Kit. (Please see below.)

Adjusting engine settings to suit conditions has never been easier than with the KX’s DFI couplers. Plug-and-play style system is quick, easy and stress-free.

Easy engine tuning: DFI Setting Data Selection (3 map choices)

5

6

7

ECU mounting bracket†

(replacement part for use with kit)

Controller bracketECU controller

9

8

10

11

Wire harness clampController bandsUpper/lower controller dampersController damper

1

2

3

4

Controller sub-harness†

USB cableSoftware CD-ROMPower supply harness

1

2

3

4

5 67

8

9

10

11

4

†Part is model-specific (KX450F, KX250F require different parts) and sold separately

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KEY FEATURES

* The KX FI Calibration Kit contains KX Racing software, an ECU controller, mounting equipment and dampers and a USB cable. In addition to the kit, some model-specific parts (available separately), a PC and 12 V battery are all that is required. (Photo 4)

* While the kit is designed to satisfy racers and expert riders, it is simple and hassle-free to use:

- the ECU controller mounts behind the number plate for easy access - accessing the ECU is accomplished simply by connecting to a PC via the ECU controller using a USB cable (no additional switches are necessary) - setting adjustments can be prepared in advance on a PC, or done when connected to the ECU - the kit’s user-interface is simple to understand and easy to use

* The KX FI Calibration Kit contains seven preset settings that can be quickly and easily used to adjust the ECU to suit track conditions. The provided settings are shown below.

SETTING

Richer fuel setting

Leaner fuel setting

Advanced ignition setting

Retarded ignition setting

Hard riding surface setting

Soft riding surface setting

Beginner setting

DESCRIPTION

fuelling 5% richer than stock

fuelling 5% leaner than stock

ignition advanced 3o from stock

ignition retarded 3o from stock

ignition retarded, fuelling richer

ignition advanced, fuelling leaner

engine power suppressed: ignition retarded, fuelling richer

The KX FI Calibration Kit is the same kit used by Kawasaki’s works teams in Europe and the U.S. The kit enables expert riders to adjust engine characteristics (by rewriting actual data maps) to suit their preference, record riding data, and analyse their riding data to further fine-tune their settings.

Precision engine tuning: KX FI Calibration Kit (option)

most sample maps offered in industry

7PRESETS

only data logging function in industry

6DATA

LOGGING

-HOUR

choice of display

or

DISPLAY

3D Surface Display 3D Frame Display 2D Graph Display

Data Meter WindowData Monitor Window

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KEY FEATURES

* For more advanced setting optimisation, the ECU maps for volume of fuel injected (via the FI adjustment window) and ignition timing (via the IG adjustment window) can be adjusted for given throttle position and rpm.

* Both click-and-drag (using the graph window) and numerical editing (using the map sheet) are possible.

* When connected to the ECU, the KX FI Calibration Kit can be used to display the status of a running engine. Information can be displayed in numeric form using the Data Monitor, or in visual form using the various display options offered by the Data Meter.

* The KX FI Calibration Kit can also be used as a data logger, recording up to six hours of data depending on the number of parameters (engine rpm, angle of throttle opening, etc) being recorded. After riding, the riding data can be viewed using the [Analyze] window. Parameters to be recorded and displayed can be selected independently.

For more detailed information on use and functions of the FI Calibration Kit, please refer to the KX FI Calibration Kit Instruction Manual.

* The logged data can be lined up with the course layout to check actual riding, enabling more efficient FI settings to be determined. It also enables before-and-after comparisons and comparisons between riders.

* Multiple display options are available. Click [3D Graph] or [2D Graph] of the [3D/2D] to select the 3 or 2-dimensional display. When you use the [3D Graph], select [Surface Display] or [Frame Display] of the [3D Graph Type] to select the display type.

Base settings are shown as a flat graph (left). Settings can be increased or decreased from the base according to rider preference (right).

* Kit is compatible with both 64-bit operating systems (such as Windows 7) and 32-bit systems (Windows 7, XP, Vista).

5

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KEY FEATURES

* Ensuring quick starting without a battery was a prime directive when developing the KX450F’s fuel injection system. Using only electricity generated by the kick starter, the engine can be started with only three rotations of the crankshaft. The system delivers electricity in the following order: 1) ECU, 2) fuel pump, 3) injector. With a warm engine, starting can be accomplished in a single kick.

* The compact, lightweight ECU, located just in front of the steering head (behind the number plate), was designed specifically for motocross use. To help cope with the shocks and vibrations of motocross riding, the fuel pump relay is built in to the ECU.

* The 43 mm throttle body makes use of a progressive throttle link to deliver airflow in much the same way as would a FCR carburettor. Using two linked shafts, the throttle body opens more quickly after the 3/8 open position, delivering sharp response and excellent power feeling.

* Ultra-fine atomising injector with 12 holes sprays particles with a droplet size of 60 µm for smooth power delivery and improved engine response at partial throttle.

* The injector was set at 45o, the optimum angle for improved mid-range power.

Battery-less fuel injection systemDesigned specifically for motocrossers, the fuel injection system incorporates a small lightweight ECU and operates without a battery to further eliminate unnecessary weight. And of course, fuel injection eliminates the need to adjust engine settings to suit track and climate conditions.

* To ensure a stable fuel supply during vigorous motocross riding, the fuel pump features a unitised plastic fuel filter cover that wraps around the inlet port and acts as a fuel trap. (Unitising the filter cover, changing its material from rubber to plastic and eliminating the fuel return hose from the pressure regulator contribute to weight reduction.)

* The Launch Control Mode indicator lamp will light up to warn of a problem with the FI system.

* Lightweight flat-bottom aluminium fuel pump is located in the plastic

fuel tank. (Photo 5)

* The engine was tuned such that the torque curve follows the limit of running resistance for as long as possible. (Unchecked, engine torque can exceed this limit, resulting in wheel spin, which does nothing to help forward momentum.)

* Efforts were made to achieve the widest possible torque band, so that traction efficiency would be maximised for a greater part of the rev range.

* The engine is almost upright (forward lean angle is 3o) to help place the bike’s centre of gravity in the ideal position for maximum traction.

* Asymmetrical high-acceleration cams yield high intake efficiency.

* During the cylinder head casting process, the cores for the intake ports were given a special coating to make the intake ports smoother. The extremely smooth surfaces that result increase intake efficiency at

all rpm.

* Lightweight titanium valves (IN: 36 mm; EX: 31 mm) reduce reciprocating weight and offer high-rpm reliability.

* Aluminium valve spring retainers reduce reciprocating weight for reliable valve control at high-rpm.

* Double valve springs also help ensure stable valve operation and allow a short cylinder head height.

* 32 mm thick, 127.8 mm wide radiators with wide fin and tube pitch offer resistance to mud build-up while maintain cooling performance. The radiators are strong enough that the reinforcing brackets could be eliminated, resulting in lower overall weight.

* Large openings in the radiator shrouds promote airflow, contributing to cooling performance.

* The screw-type adjuster on the cam chain tensioner is equipped with a pressure spring. Because the system automatically minimises the vibration caused by a loose cam chain, it greatly reduces the chance of a mishap during a race. (Non-automatic systems that are tuned incorrectly can actually adversely affect valve timing by putting too much pressure on the cam chain.)

* The combination of the smooth-shifting, close-ratio 5-speed transmission with the KX450F’s low-rpm engine performance offers the rider the option to shift to a higher gear when traversing rough sections. This reduces the effect of sudden (unwanted) throttle input, allowing focus to be given to racing rather than careful throttle control.

* In the event of a stalled engine during a race, getting it started again as soon as possible is a racer’s first priority, so the KX450F is equipped with an automatic compression release (ACR) system. The dual-weight centrifugal decompression system fitted to the exhaust cam eases starting in much the same way as a conventional lever-type system.

* Sprocket-style chain drive roller helps smooth engine braking by reducing the effect of driveline lash when the rider gets off the gas quickly and play in the lower side of the chain suddenly tightens. The additional control facilitates corner entry.

Other performance-enhancing engine characteristics

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KEY FEATURES

NEW

NEW

NEW

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KEY FEATURES

* Holes added to the tail pipe and baffle plate create a bypass route for exhaust air by providing an exit for air directed through the muffler’s packing wool. The space inside the end cap acts as a resonating chamber and provides additional silencer volume, both helping with noise levels.

* Pinched cut-outs in the silencer chambers direct exhaust gases into the glass-wool packing, helping to muffle exhaust noise.

* Eliminating the hole on the right side of the air cleaner box helps meet the stricter regulations.

* Noise-absorbing pads added between the air cleaner and rear fender also contribute to meeting the new regulations. (A rib on the rear fender helps support the pad.)

Noise regulation counter-measuresA number of features on non-North American models ensure that stricter 2mMAX 112 dB noise regulations are met.

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KEY FEATURES

The KX450F’s slim aluminium perimeter frame is a lightweight construction composed of forged, extruded and cast parts. Chassis balance and settings were all set to suit race-experienced riders. The centre of gravity and key dimensions (swingarm pivot, output sprocket and rear axle locations) were chosen so that the rear tyre would drive the bike forward (instead of causing it to squat). For 2013, chassis fine-tuning and the motocross industry’s first mass-production use of a Pneumatic Spring Fork offers lighter weight, easier adjustability and a wider setting range to complement the KX450F’s highly acclaimed high-speed stability, light handling and racer-friendly adjustable ergonomics.

FACTORY-STYLE CHASSIS COMPONENTS AND TUNING

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KEY FEATURES

Next-generation suspension: Pneumatic Spring ForkThe KX450F is the first mass-production motocross to feature KYB’s Pneumatic Spring Fork (PSF), replacing the main springs in each fork tube with pressurised air. Compared to a standard fork, the PSF offers the following benefits:

- lighter weight- easy adjustability- wide setting range- reduced friction- increased bottoming resistance- improved road holding

* Eliminating the springs from the forks allows an unprecedented reduction in weight. Total weight savings is approximately 750 g.

(Illustration B)

NEW

B

* Because main springs are not used, changing the fork character is much simpler on the PSF than changing the spring rate on a standard fork. Adjusting the air pressure in the fork easily allows the PSF “spring rate” to be adjusted – without the hassle of having to disassemble the fork. Adjustments to suit rider and track can be accomplished on site, without additional parts, and with minimal tools. (Illustration C)

NEW

C

6 7

8 9

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KEY FEATURES

* Using a special adaptor (provided with the bike), air pressure can be changed with any readily available bicycle tyre pump. (Using a pump with a built-in air gauge and a flexible hose is recommended.) (Photos 6-7)

NEW * Friction generated between the springs and fork inner tubes in a standard fork is especially apparent in the latter half of the fork stroke. Eliminating the main springs alone reduces friction by approximately 20%. Replacing the pressure springs with free pistons further reduces friction. The balance springs used in the PSF’s cartridges are equipped with sliders to minimise friction. (Photos 8-9)

NEW

D

* Simply changing the PSF’s air pressure covers the range of settings offered by optional springs for a standard fork. (Illustration D)

NEW

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KEY FEATURES

* Specially developed low-friction fork oil seals help ensure smooth initial fork action.

NEW

E

* With the elimination of the fork springs, internal construction could be completely revised. The cylinders inside the fork tubes could be made much larger (ø24 mm >> ø32 mm), enabling pistons with approximately double the surface area for generating damping force. The result is increased bottoming resistance and stable damping force character (especially when changing from rebound to compression stroke). (Illustration E)

NEW

* During the compression stroke, the pressurised air exerts a strong counterforce, contributing to bottoming resistance. However, during the rebound stroke, the pressurised air offers little resistance, contributing to increased road holding and a planted feel from the front.

* Revised fork oil has a reduced tendency to cavitate.

* Compression and rebound damping settings can be adjusted as on a standard fork.

* A super-hard DLC coating (Diamond-Like Carbon) on the outer surface of the inner fork tubes reduces sliding friction (and stiction) and gives better action, contributing to the smoother ride. The coating is even effective when the fork is exposed to lateral forces that would usually hamper slide action, such as during cornering. The increased surface hardness also minimises scratches and damage to the tubes.

* Friction-reducing Kashima Coat on the inside of the fork outer tubes contributes to smoother suspension action (especially at the initial part of the stroke) and a better ride feel.

NEW

NEW

NEW

10

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KEY FEATURES

Slim, adjustable rider interfaceThe KX450F’s frame and minimalist bodywork, designed with rider ergonomics in mind, offer a slim rider interface and racer-friendly ergonomics. Complemented by adjustable handle and footpeg positions, the natural riding position makes it even easier for racers to go fast.

* The New Uni-Trak rear suspension system mounts the suspension arm below the swingarm, allowing a longer rear suspension stroke. The longer stroke in turn allows more precise rear suspension tuning.

(Photo 10)

Race-oriented rear suspension* Revised rear damping settings complement the front fork.

* The rear shock features dual compression adjustability, allowing high-speed and low-speed damping to be tuned separately.

* The rear shock also features the Kashima Coat on the tank cylinder. The reduced friction smoothes suspension action.

* Extensive rider testing was conducted to determine the ideal linkage ratios and rear shock absorber damping settings to achieve maximum rear wheel traction.

F

* Upper triple clamp with two sets of handle mount slots and reversible handle mounts offer riders a choice of four handle positions to choose from: 25 mm FWD, 15 mm FWD, STD and 10 mm BK. (Illustration F)

NEW

11

12

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KEY FEATURES

G

* Adjustable footpeg brackets enable riders to lower their footpeg position 5 mm. In the lower position, CofG is lowered as is the rider’s point of view, adding to both physical and psychological stability. (Illustration G)

* Using an optional rear suspension tie rod (1 mm longer than normal), riders can lower their seat height by 4 mm (measured at the centre of the seat). While 4 mm may not sound like much, on a race bike being able to make ride position adjustments without any compromise to riding performance is extremely beneficial.

* The frame is narrow across the main pipes, contributing to a slim package with good ergonomics. The slim riding position facilitates control.

* The flat design of the tank and seat gives the rider greater freedom of movement when changing riding position, and facilitates sitting farther forward. (Photo 11)

* Minimalist shrouds were designed to be small and are slim where they come in contact with the rider’s legs. 2-tone design was achieved using a double-injection moulding process.

* Minimalist side covers were also made as small as possible.

* The seat uses a slip-resistant top surface for good grip when seated and smooth sides for excellent rider mobility. Seat urethane helps maintain the original shape longer.

* Seams between the shrouds, seat and side covers are very flush, which facilitates control as well as moving around on the bike. (Photo 12)

13 14

NEW

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KEY FEATURES

* The frame widens at the ankles to offer the rider better grip and narrows near the bend below the seat to allow a slim riding position.

* Optimised exhaust pipe line also contributes to the racer-friendly ergonomics.

* Wide (front-to-rear) footpegs designed to offer grip and superb feel at the pegs.

* The clutch cable boot features a large quick adjuster, making it easier for riders to adjust play in the clutch cable.

* Throttle grip has a unitised collar. The one-piece unit provides additional stability during throttle operation.

* Lightweight grips are 10 mm longer. The handlebar is the same length, so with the new grips riders looking for a more compact riding position are able to grab the bars closer to the centreline. Grips, which feature a pattern designed to provide excellent grip, use a taller pattern and softer material to provide greater cushioning for riders’ hands. (Photos 13-14)

15

16

17

18

* The KX450F features petal brake discs front and rear. In addition to helping reduce unsprung weight, the wave shapes of the petal discs help clean the brake pads for more efficient braking performance.

(Photo 15)

* A new pushrod-type front brake master cylinder and front brake pads with a higher coefficient of friction result in stronger braking force and enhanced control (especially for the initial bite and initial-mid stroke characteristics).

(Photo 16)

NEW

* A revised design for the rear disc matches the design of the front disc. (Photo 17)

* Rear caliper guard protects the caliper from damage.

* A factory-style Renthal (standard-type) aluminium handlebar is standard equipment. (Photo 18)

* Rib-less rear hub and butted spokes reduce unsprung weight.

NEW

Other race-oriented chassis components

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KEY FEATURES

19

20

21 22

23

* For 2013, the rear fender is white (instead of lime green), like on our factory racers.

(Photo 20)

NEW

* Fork and rear shock adjusters have a blue alumite1 finish like our U.S. factory racers. (Photos 21-22)

* Factory-style graphics complement the KX450F’s highly tuned performance.

* Rims are coated in black alumite1 – just like our factory racers.

* Blue finish on the oil cap and the two plugs on the generator cover further contribute to factory looks.

* Embossed design on the clutch cover designed to gradually appear as contact from riding boots wears off the paint.

* Engine covers are finished in silver paint, further reinforcing the KX450F’s factory image. (Photo 23)

* Complementing the minimalist bodywork, new fender and front number plate designs ensure the KX450F remains the sharpest looking bike in the paddock. (Photo 19)

NEW

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KEY FEATURES

Factory styling

NEW

24

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ADDITIONAL FEATURES

* Fast-idle knob on the throttle body allows riders to increase engine speed when first starting a cold engine.

* The crankshaft and connecting rod received a carburising and quenching treatment for additional rigidity.

* The camshaft lobes feature a soft-nitriding surface treatment for long wear and high-rpm reliability.

* Tappet surfaces receive a carburising treatment for increased durability.

* A large flap inside the air cleaner case helps prevent the ingress of mud.

* The silencer uses long-fibre packing which is much more resistant to being blown out of the tail pipe than standard length packing. As a result, packing needs to be replaced half as often.

* On non-North American models, a greater (+3.5 mm) overlap between the baffle pipe and tail pipe offers increased reliability when the parts expand due to heat.

Engine

NEW

NEW

Other* Optional engine parts include magneto rotors with different inertias (8.5, 9.5 kg.cm2; STD: 9.0 kg.cm2).* Optional chassis parts include handlebar holders for a ø28.6 mm bar

(STD: ø22.2 mm), aluminium and steel rear sprockets (48-52T; STD: 50T), solid petal brake rotors for wet races, and different springs for the front fork (4.6, 4.8 N/mm; STD: 4.7 N/mm) and rear shock (52, 56 N/mm; STD: 54 N/mm).

* Chain guide made of harder urethane offers increased durability. (Photo 24)

* The alloy swingarm uses a cast front section, tapered hydroformed spars and forged chain adjusters.

* Large synthetic skid plate offers great protection with minimum weight.

Chassis

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COLOUR(S)

* Lime Green with factory-style graphics

1 Alumite: an anodic oxidation finishing treatment for aluminium resulting in a coloured, corrosion/scratch-resistant film coating.

Type

Displacement

Bore and Stroke

Compression ratio

Valve system

Fuel system

Ignition

Starting

Lubrication

Liquid-cooled, 4-stroke Single

449 cm3

96.0 x 62.1 mm

12.5:1

DOHC, 4 valves

Fuel injection: ø43 mm x 1 (Keihin)

Digital DC-CDI

Primary kick

Forced lubrication, semi-dry sump

ENGINEKX450FDF

DRIVETRAIN

Transmission

Final drive

Primary reduction ratio

Gear ratios: 1st

2nd

3rd

4th

5th

Final reduction ratio

Clutch

5-speed, return

Chain

2.727 (60/22)

1.750 (28/16)

1.412 (24/17)

1.188 (19/16)

1.000 (19/19)

0.875 (21/24)

3.846 (50/13)

Wet multi-disc, manual

Type

Wheel travel: front

rear

Tyre: front

rear

Caster (rake)

Trail

Steering angle (left/right)

Perimeter, aluminium

314 mm

315 mm

80/100-21 51M

120/80-19 63M

26.9o

113 mm

42o / 42o

FRAME

SUSPENSION

Front: Type

Compression damping

Rebound damping

Rear: Type

Compression damping

Rebound damping

Spring preload

48 mm upside-down telescopic

Pneumatic Spring Fork (PSF)

22-way

20-way

New Uni-Trak

22-way (low-speed),

2-turns or more (high-speed)

33-way

Fully adjustable

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SPECIFICATIONS

Front: Type

Caliper

Rear: Type

Caliper

Single rigid-mounted 250 mm petal disc

Dual-piston

Single 240 mm petal disc

Single-piston

BRAKES

DIMENSIONS

Overall length

Overall width

Overall height

Wheelbase

Ground clearance

Seat height

Curb mass

Fuel capacity

2,180 mm

820 mm

1,275 mm

1,480 mm

330 mm

955 mm

112.5 kg

6.2 litresThe specifications mentioned here apply to and have been achieved by production models under standard operating conditions. We intend only to give a fair description of the vehicle and its performance capabilities but these specifications may not apply to every machine supplied for sale. Kawasaki Heavy Industries, Ltd. reserves the right to alter specifications without prior notice. Equipment illustrated and specifications may vary to meet individual markets.

KX450FDF

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SPECIFICATIONS