2010 Kawasaki KX450F

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2010 Kawasaki KX450F

2010 Kawasaki KX450F

2010 Kawasaki KX450F

2010 Kawasaki KX450F

2010 Kawasaki KX450F

2010 Kawasaki KX450F

2010 Kawasaki KX450F

– 2010 Kawasaki KX450F

2010 Kawasaki KX450F

Fuel-injected perfection for demanding riders

The 2010 Kawasaki KX™450F provides an ideal platform for riders looking to win races. Its precise aluminum frame, premium suspension components and expert-tuned settings are designed to deliver superb high-speed stability, enabling racers to capitalize on its amazing engine performance. Holeshot acceleration is delivered by a strong powerband and optimized chassis geometry specifically engineered to maximize rear wheel traction. Monster Energy™ Kawasaki rider Ryan Villopoto used his new KX450F to win several AMA Supercross and Motocross races, during his first year on a 450.

The KX450F features a number of engine refinements, including the first mass-production use of a high-performance bridged-box bottom piston that offers more power in the high and over-rev rpm ranges. Revised cam timing and ECU settings provide better mid-high rpm performance, while reinforcements to the cylinder sleeve and right side crankcase increase durability.

The race-ready engine is compact and light, with a short 100mm cylinder head and a 12.5:1 compression ratio. A wedge-shaped crank web offsets 60% of the crankshaft’s reciprocating weight, producing an effective “counterweight” effect. This is on par with Kawasaki’s factory racers and helps reduce engine vibration, smooth power delivery and enhance low-rpm throttle response. A new 40mm shorter stainless steel exhaust pipe connects to a large-volume silencer which uses long-fiber packing material to maximize service intervals. A new rubber damping collar in the rear silencer mount provides a boost to long-term durability.

The KX450F’s Digital Fuel Injection (DFI) automatically adjusts to suit track and climate conditions, and offers stable fuel-metering, even when landing from jumps in tough motocross conditions. The DFI system includes a compact and lightweight ECU, a 43 mm throttle body, a lightweight aluminum in-tank fuel pump and an ultra-fine atomizing injector. Set at a 45° angle for ideal mid-range power, the 12-hole injector sprays precise, 60-micron fuel particles for smooth power delivery and accurate engine response throughout the rpm range.

Designed specifically for motocross, the KX450F’s lightweight DFI system doesn’t require a battery; the engine can be started within three rotations of the crankshaft, using only the electricity generated through the initial stroke of the kickstarter. A new ECU program with revised settings offers improved engine response at low-mid rpm.

An optional ECU Setting Tool allows racers to select from several different ECU data maps, or fine-tune a custom map that alters fuel injection and ignition timing to suit different tracks and conditions. The tool can also be used as a data logger, recording up to six hours of data, including engine rpm, degree of throttle opening, engine boost, coolant temp, air temp, ignition timing, fuel adjustments, gear position and system voltage.

The engine’s phenomenal power is delivered through a new clutch that features a lighter operating plate with improved oil drainage and new friction plates with 75% more friction material than last year’s unit. The entire assembly is designed to provide improved clutch feel and enhanced durability. A new final drive chain features thinner inner links and a 20 gram weight savings to help boost acceleration.

Chassis updates focus on making the KX450F even easier to ride fast. A new steering stem shaft and revised suspension tuning provide lighter handling, improved suspension action, increased comfort and greater cushioning when landing from jumps.

The 2010 KX450F’s D-shaped aluminum swingarm features a revised cross section with narrower ribs and thinner walls. It pivots high in the aluminum frame to maximize rear wheel traction. Mounting the arm of the Uni-Trak® rear suspension linkage below the swingarm provides a long rear suspension stroke and facilitates precise shock tuning.

Complementing the responsive chassis with settings optimized for experienced racers, the KX450F’s suspension offers a host of features for precise cornering and sharp handling. For 2010, the Kayaba Air-Oil-Separate (AOS) fork receives revised spring rate and damping settings working in conjunction with a less rigid steering stem to offer improved action and increased comfort during the initial phase of the suspension stroke. The fork features a Diamond-Like Carbon (DLC) coating on the outer surface of the inner fork tubes to minimize stiction when the fork is exposed to lateral forces that would otherwise hamper slide action. The result is smooth and precise fork response, especially during cornering. The overall suspension action is extremely smooth due to a friction-reducing Kashima Coat treatment on the inside surfaces of the outer fork tubes and the rear shock reservoir. Black wrap-around guards provide excellent protection for the fork sliders.

The 2010 KX450F’s Kayaba rear shock received new spring rate and damping settings which contribute to increased stability and improved impact performance when landing jumps. It features a large 50mm piston and a Kashima Coat treatment on the shock internals to help maintain a plush feel throughout the toughest motos. Easily accessible dual compression adjusters allow high- and low-speed damping to be tuned separately, giving mechanics and riders the ability to easily fine-tune the suspension for difficult track conditions.

New 10mm-thicker and 7.6mm-wider radiators feature increased fin and tube pitch for increased strength and better resistance to mud build-up. The extra strength of the new radiators allowed the reinforcing brackets to be eliminated, resulting in lower overall weight. New one-piece, dual injected, two-tone green and black plastic shrouds accommodate larger new radiators while still providing slim ergonomics.

A slim seat design with firm urethane foam, a non-slip top surface and smooth sides provides good seated grip and excellent rider mobility. The frame echoes the slim profile at the top, but widens at the lower end by the ankles to provide the rider with better feel and control. Completing the rider interface are wide 50mm footpegs that offer tenacious grip and a comfortable platform.

The 2010 KX450F is available in Kawasaki lime green, with black alumite-coated rims and aggressive graphics for a factory appearance.

Racers who ride their KX450F at designated events are eligible to receive support from Team Green™, Kawasaki’s amateur racing support program. Each year, Team Green provides regional support vehicles and highly trained technicians at more than 100 events throughout the United States, offering technical information and assistance to those who race Kawasaki products. Kawasaki also offers a comprehensive contingency program for amateur and professional riders who place well at designated events.

Already ranked at the top of its class in numerous enthusiast magazine shootouts, for 2010 the KX450F receives a number of engine and chassis updates to ensure its winning potential.

Features and Benefits:

At a glance…
– More Powerful Engine
– Revised Suspension Settings
– Refined Fuel Injection
– Still Super-Easy to Start!

Engine Overview
– 449cc liquid-cooled, DOHC, four-stroke single
– Cylinder skirt strengthened to handle increased engine performance
– Right-side crankcase reinforced at lower engine mount for increased strength and durability
– A forward lean angle of 3° puts the engine in the ideal position for maximum traction
– Tuned for a broad powerband with the torque curve set just under the wheel spin threshold
– High-acceleration cams help the engine rev quickly
– Maintenance free screw-type automatic cam chain adjuster
– Large flap inside the airbox helps prevent the ingress of mud and water

New Bridged-Box Bottom Piston
– First mass-production use of a bridged-box bottom piston design
– Same design as used on our factory racers, offers improved performance at all rpm
– 7 grams lighter than the ’09 piston
– 6mm shorter piston skirt features a low-friction coating for reduced mechanical losses
– Reinforced external ribs for strength and durability
– Revised profile with fully flush internal bracing, results in a lighter, stronger piston
– Shorter piston pin has a smaller inner diameter for increased strength

Cylinder Head
– New intake camshaft features a revised sprocket/shaft arrangement which advances intake valve timing by two degrees, to suit revised engine characteristics
– Compact head is only 100mm tall
– 36mm titanium intake and 31mm exhaust valves with aluminum spring retainers minimize reciprocating weight and cylinder height to help ensure reliable valve control at high rpm
– Double valve springs allow a short cylinder head height and help ensure stable valve operation
– Camshafts, lobes and tappet surfaces feature a soft-nitride treatment for long wear and high-rpm reliability

Crankshaft
– New crankshaft with a slightly higher inertial mass helps boost rear wheel traction
– Wedge-shaped crank web provides enough offsetting moment for a 60 percent balance factor – this is similar to the crank balance in Kawasaki’s factory race engines
– End result is reduced engine vibration, smoother power delivery and increased performance, with a noticeably snappier response at low rpm
– Crankshaft and connecting rod feature a special carburizing and quenching treatment to maximize rigidity

Digital Fuel Injection
– Self adjusts to atmospheric changes for easier starting, sharper throttle response and optimized power, and power stability when jumping/landing
– Ultra-fine atomizing injector with 12 holes sprays particles with a droplet size of 60µ for smooth power deliver and smooth engine response throughout the throttle range
– 43mm throttle body uses a progressive throttle linkage to deliver airflow in much the same way as an FCR carburetor.
– Using two linked shafts, the throttle body opens more quickly after reaching the 3/8 open position
– Lightweight throttle body is approximately half the weight of a FCR carburetor, saving over one pound in weight
– Fast-idle knob on the throttle body allows riders to increase engine speed when starting a cold engine
– Fuel injector set at 45°, the optimum angle for mid-range power

High performance ECU
– New ECU programming and revised settings offer improved response at low-mid rpm
– No Battery needed; the engine can be started with only three rotations of the crankshaft using the electricity generated by a single kick of the starter
– The system delivers electricity to FI system in sequence: first the ECU, then the fuel pump, and finally the injector for quick, easy starting
– Starting can be accomplished in a single kick
– The compact, lightweight ECU, located on the front of the steering head behind the number plate, was designed specifically for motocross use. The fuel pump relay is integrated with the ECU to help cope with the shocks and vibrations of motocross riding

Lightweight Aluminum Fuel Pump
– Located in the fuel tank
– Features a rubber fuel filter cover that wraps around the inlet port and acts as a fuel trap to help ensure a stable fuel supply during vigorous motocross riding
– Fuel return hose from the pressure regulator helps ensure there is always fuel in the inlet port, preventing stalls due to fuel splashing and enabling riders to use all the fuel
– 1.8 gallon fuel tank is formed using a rotational molding process

Optional User ECU Setting Tool
– Allows racers to reprogram the ECU’s data maps for volume of fuel injected and ignition timing to alter engine characteristics to suit rider preference – it is not necessary to re-tune, no changing needle jets to suit climatic conditions like on a carbureted model
– The tool can also be used as a data logger, recording up to six hours of data, including engine rpm, degree of throttle opening, engine boost, coolant temp, air temp, ignition timing, fuel adjustments, gear position and system voltage.

Easy Starting
– Strong output from the large ACG rotor provides enough electrical power for the battery-less FI system to enable true one-kick starting, without using a battery
– Equipped with an automatic compression release (ACR) system for quick and easy starting. The dual-weight centrifugal decompression system is fitted to the exhaust cam
– Compression release features 1.0mm of valve lift, to minimize the required kicking power


Better Cooling
– New radiators are 10mm taller and 7.6mm wider, with increased fin and tube pitch to provide a extra strength and better resistance to mud build-up
– High-capacity Denso radiators feature tightly packed cores and a fin design that delivers superior cooling efficiency
– Because the new radiators are stronger, reinforcing brackets could be eliminated, resulting in lower overall weight
– New shrouds feature a slightly slimmer design that is fine-tuned to accommodate the new radiators
– Radiator louvers feature four small blades set at a shallow angle, for minimum overlap and maximum air flow

Improved Clutch
– New clutch provides a more direct feel and increased control
– Material trimmed from the spring holders and outer surface of the plate, to optimize rigidity and improve oil drainage, contributing to more direct feel
– Friction plates feature approximately 75% more friction material, contributing to a more direct feel
– Operating plate pusher features an increased outer diameter, to reduce the clearance between the pusher and the input shaft hole, improving clutch operation

Close-Ratio 5-Speed Transmission
– 5-Speed transmission and low-rpm engine response combination offers riders more gear options for traversing rough sections or getting into the rhythm of a course easily so they can focus more on racing
– New chain with thinner inner links offers 20g weight savings
– Sprocket-style chain drive roller reduces the effect of driveline lash, helping smooth engine braking and facilitating additional corner entry control

Exhaust
– One-piece stainless steel exhaust pipe is 40mm shorter than the ’09 unit, contributing to improved mid-high rpm performance
– Optimized exhaust routing contributes to improved ergonomics
– High volume silencer body helps meet noise regulations – currently 99dB
– Right side panel has special passageway to help cool the silencer

Powerful Disc Brakes
– Revised rear brake pad material offers stronger braking performance
– Powerful twin piston hydraulic front caliper
– Lightweight semi-floating 250mm petal type front brake rotor
– Single piston hydraulic rear caliper squeezes lightweight 240mm petal type rotor

Light, Slim Chassis
– New steering stem shaft with lower rigidity contributes to lighter handling
– Main frame spars are 68mm tall and 24mm wide, to provide an ideal balance between stiffness and compliance
– Weight saving features include a slim head pipe, narrow cross section and a down tube that is now formed with a swaging (squeezing and hammering) process
– Swingarm pivot is located high in the frame to maximize rear wheel traction

Aluminum Swingarm
– Revised cross-section contributes to lighter handling
– Tapered “D” shape swingarm provides ideal rigidity for excellent stability, and is lighter than a comparable box-section unit
– Alloy swingarm features a cast front section, tapered hydroformed spars and forged chain adjusters
– Revised Uni-Trak® rear suspension linkage ratio increases rear traction performance
– Suspension arm is mounted below the swingarm, to allow a longer rear suspension stroke and more precise tuning

Front Fork
– Race-oriented suspension settings offer maximum over-all performance
– Revised spring rate and damping settings work with the less rigid steering stem to offer improved action and increased comfort during the initial phase of the suspension stroke
– Kayaba Air-Oil-Separate (AOS) fork keeps oil and air in separate chambers for stable damping performance during long motos. Low-friction fork seals contribute to smooth action
– Diamond-Like Carbon (DLC) coating on the outer surface of the inner fork tubes offers minimum stiction when the fork is exposed to lateral forces that would usually hamper slide action. The result is improved fork response, especially during cornering
– Friction-reducing Kashima Coat on the inside of the fork outer tubes contributes to smooth suspension action (especially at the initial part of the stroke) and a superb ride feel
– Wrap around black fork tube guards offer effective protection for the inner fork tubes

Rear Shock
– New spring rate and damping settings contribute to increased stability and improved impact performance when landing jumps
– Rear suspension settings and linkage ratios derived from extensive rider testing
– Kayaba rear shock features a large 50mm piston
– Rear shock features dual compression adjustability, allowing high-speed and low-speed damping to be tuned separately
– Also features Kashima Coat treatment on the cylinder for reduced friction and smoother suspension action
– Easy adjuster access for track-side suspension tuning

Rider Interface and Styling
– Dual injected 2-tone, one-piece plastic shrouds and side number plates
– Optimized exhaust routing contributes to improved ergonomics
– Right side panel has special passageway to help cool the silencer
– Black plastic covers, triple clamps, engine covers, and black alumite coated rims – just like Kawasaki’s factory teams
– Wide 50mm foot pegs provide excellent feel and a comfortable platform
– Frame is wider at the ankles to offer optimum grip, narrows below the seat to allow a slim riding position
– Slim seat design uses firmer urethane foam which keeps its original shape longer for the best possible ergonomics and feel
– Seat has a slip-resistant top surface for good grip when seated and smooth sides for excellent rider mobility

Additional Features
– Skid plate made of resin material offers great protection without excess weight
– Clutch cable boot features a large quick adjuster, making it easy for riders to adjust play in the clutch cable while on the fly
– Rear caliper guard helps protect the caliper from damage
– Ribless rear hub and butted spokes offer light weight and excellent durability

 

 

2010 Kawasaki KX450F Technology

Overview

 

Engine

Factory Tuning to Keep Expert Riders at the Front of the Pack

Already ranked at the top of its class in numerous enthusiast magazine shootouts, for 2010 the KX450F receives a number of engine and chassis updates to ensure its winning potential.

The KX450F base package provides an excellent platform for experienced racers to win races in the top classes. Design of the highly rigid aluminium frame, suspension components and settings focused on delivering superb high-speed stability – especially in straight lines – to enable race-experienced riders to ride full out. And to deliver holeshot-winning performance – a key factor that can mean the difference between running up front and winning, or getting stuck mid-pack – chassis geometry and the hard-hitting 4-stroke engine’s wide powerband were designed to maximise rear wheel traction. The combination is a proven race-winner, with Kawasaki racers regular podium finishers.
To keep the Lime Green racers out in front, Kawasaki engineers made a number performance-enhancing updates to both engine and chassis. Feedback from factory racers resulted in a number of refinements that deliver increased high-rpm and over-rev performance. The new engine has specs on par with Ryan Villopoto’s KX450F racer. Also inherited from the racing world, a new piston with bridged-box bottom makes its first appearance in a mass-production machine. Finally, fine-tuning of the clutch results in improved clutch feeling.

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 and tappet surfaces feature a soft-nitriding surface treatment for long wear and high-rpm reliability.

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.

NEW – Rubber damper collar used for the rear silencer mount also contributes to increased durability.

NEW – Right-side crankcase is reinforced at the lower engine mount for increased strength and durability.

Other performance-enhancing engine characteristics

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 maximized 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.

A symmetrical 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.

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

Aluminum 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.

NEW – Cylinder skirt was strengthened to match the increased engine performance.

NEW – New thicker (22 mm >> 32 mm), wider (120.2 mm >> 127.8 mm)radiators with increased fin and tube pitch are stronger, offer better resistance to mud build-up, and maintain cooling performance. Because the new radiators are stronger, reinforcing brackets could be eliminated, resulting in lower overall weight.

The screw-type adjuster on the cam chain tensioner is equipped with a pressure spring. Because the system automatically minimizes 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. Since 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.

Battery-less fuel injection system

Designed 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.

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 crank shaft. 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.

NEW – New ECU operating programme and revised setting data offer improved response at low-mid rpm.

An optional KX FI Calibration Kit (containing KX Racing software, an ECU controller, mounting bracket and damper, harness and USB cable) allows racers to adjust engine characteristics (by rewriting actual data maps) to suit their preference. (In addition to the kit, a PC and 12 V battery are all that is required.) Please refer to the Appendix for more details.

The 43mm throttle body makes use of a progressive throttle link to deliver airflow in much the same way as would a FCR carburetor. 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 atomizing injector with 12 holes sprays particles with a droplet size of 60µ for smooth power deliver and improved engine at partial throttle.

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

Lightweight flat-bottom aluminum fuel pump is located in the plastic fuel tank.

To ensure a stable fuel supply during vigorous motocross riding the fuel pump features a rubber fuel filter cover that wraps around the inlet port and acts as a fuel trap. A fuel return hose from the pressure regulator ensures there is always fuel in the fuel trap.

 

Chassis

Designed to accommodate the in-tank fuel pump, the plastic fuel tank is formed using a rotational moulding (or rotomoulding) process that reduces weight.

Large synthetic skid plate offers great protection with minimum weight.

NEW – Revised front fender is thicker and more rigid.

NEW – New chain with thinner inner links offers 20 g in weight savings.

NEW – The KX450F now feature Bridgestone tires (F: M403; R: M404)

FACTORY-STYLE CHASSIS COMPONENTS AND TUNING

The KX450F’s slim aluminum 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 tire would drive the bike forward (instead of causing it to squat). For ’10 revisions to the frame and suspension components were designed to offer lighter handling, improved suspension action, increased comfort and greater cushioning when landing jumps.

Lighter-handling chassis

While the frame remains essentially the same as that of the 2009 model, a revised steering stem shaft and new swingarm offer improved handling.
New steering stem shaft with lower rigidity contributes to lighter handling. NEW – New steering stem shaft with lower rigidity contributes to lighter handling.

NEW – Swingarm with revised cross-section also contributes to lighter handling.

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

Superior rear wheel traction

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.

NEW – Revised linkage ratios for the New Uni-Trak rear suspension further increase rear traction performance.

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

 

Suspension

Race-oriented suspension

Kayaba AOS (Air-Oil-Separate) fork keeps oil and air in separate 9 chambers for stable damping performance during long motos. Low-friction fork seals contribute to smooth action.

NEW – Revised spring rate, revised damping settings and the less rigid steering stem offer improved action (especially at the initial part of the stroke) and increased comfort.

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 minimizes 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 – Revised shock spring rate and damping settings contribute to increased stability and offer improved cushioning when landing jumps.

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.

 

Rider interface

Designed with rider ergonomics in mind, bodywork components offer the rider a slim interface, the natural position making it even easier for racers to go fast.

NEW – Formed using a double-injection moulding process, 2-tone shrouds contribute to the slim package. Fine-tuned to accommodate the new radiators, the shrouds feature a slightly slimmer design.

2-tone side covers are also formed using a double-injection moulding process. Like the shrouds they contribute to the slim package. A hole in the right-side cover helps cool the silencer.

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.

NEW – The optimized pipe line of the exhaust contributes to improved ergonomics.

NEW – Slim seat features firmer urethane which keeps its original shape longer.

The seat uses a slip-resistant top surface for good grip when seated and smooth sides for excellent rider mobility.

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 unitized collar. The one-piece unit provides additional stability during throttle operation.

Lightweight short-length grips feature a pattern designed to provide excellent grip.

 

Additonal Options

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 holder for a ø28.6 mm bar (STD: ø22.2 mm), aluminum and steel rear sprockets (+/-2T), solid petal brake rotors for wet races, and different springs for the front fork and rear shock.

An FI indicator lamp (available as an option) warns of any problem with the FI system

 

 

 

2010 Kawasaki KX450F – USA Specifications
MSRP $8,049 USD

Engine: Liquid-cooled, four-stroke single with DOHC and four valve cylinder head
Displacement: 449cc
Bore x stroke: 96.0 x 62.1mm
Compression ratio: 12.5:1
Fuel Injection: 43mm Keihin Throttle body
Ignition: Digital DC-CDI
Transmission: Five-speed
Rake / trail: 26.7 degrees / 4.6 in.
Front suspension / wheel travel: 48mm inverted, Kayaba AOS with DLC coated sliders, 22-position compression and 20-position rebound dampening adjustment / 12.4 in.
Rear suspension / wheel travel: UNI-TRAK® linkage system and Kayaba shock with 50mm piston, 22-position low-speed and stepless high-speed compression dampening, 22-position rebound dampening and fully adjustable spring preload / 12.4 in.
Front tire: 90/100-21
Rear tire: 120/80-19
Front brake: Single semi-floating 250mm petal disc with dual piston caliper
Rear brake: Single 240mm petal disc with single-piston caliper
Overall length: 86.0 in.
Overall width: 32.3 in.
Overall height: 50.4 in.
Wheelbase: 58.3 in.
Ground clearance: 13.4 in.
Seat height: 38.0 in.
Curb weight: 250.4 lbs.
Fuel capacity: 1.9 gal.
Color: Lime Green
MSRP: $8,049

*Note: Specifications and pricing are subject to change.

 

2010 Kawasaki KX450F – Canada Specifications
MSRP: $9,299 CDN

Type Liquid-cooled, 4-stroke Single
Displacement 449 cc
Bore and Stroke 96.0 x 62.1 mm
Compression Ratio 12.5:1
Valve System DOHC, 4 valves
Fuel System Fuel Injection: ø 43 mm x 1 (Keihin)
Ignition Digital DC-CDI
Starting Primary Kick
Lubrication Forced lubrication, Semi-dry sump

DRIVETRAIN
Transmission 5-speed, return
Final Drive Chain
Primary Reduction Ratio 2.727 (60/22)
Gear Ratios: 1st 1.750 (28/16)
2nd 1.412 (24/17)
3rd 1.188 (19/16)
4th 1.000 (19/19)
5th 0.875 (21/24)
Final Reduction Ratio 3.846 (50/13)
Clutch Wet multi-disc, manual

FRAME
Type Perimeter, Aluminum
Wheel Travel: Front 315 mm
Wheel Travel: Rear 315 mm
Tire: Front 90/100-21 57M
Tire: Rear 120/80-19 63M
Caster (Rake) 26.7°
Trail 116 mm
Steering Angle (Left/Right) 42°/42°

SUSPENSION
Front: Type 48 mm inverted AOS-type telescopic fork
Compression Damping 22-way
Rebound Damping 20-way
Rear: Type New Uni-Trak
Compression Damping 22-way (low-speed), 2-turns or more (high-speed)
Rebound Damping 22-way
Spring Preload Fully Adjustable

BRAKES
Front: Type Single semi-floating, 250 mm petal disc
Caliper Dual-piston
Rear: Type Single 240 mm petal disc
Caliper Single-piston

DIMENSIONS
Overall Length 2,185 mm
Overall Width 820 mm
Overall Height 1,280 mm
Wheelbase 1,480 mm
Ground Clearance 340 mm
Seat Height 965 mm
Curb Mass 113.6 kg (250.4 lbs)
Fuel Capacity 7 litres

DETAILS
MSRP $9,299
Colours Lime Green

The 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. Available colours may vary by market.