The Kawasaki KX is completely new. Motor changes were to be expected, and market forces more or less demanded electric start. The Kawasaki methodology in the past was to use as much of the existing bike as possible with new parts grafted into place. The clearest example of this is the use of finger-followers in the valve train. These are little levers between the cams and the valves. At first, it seems odd.
They do allow much greater lift without the drawbacks of having big cam lobes i. Next on the surprise list was the hydraulic clutch. We figured this would never happen on a motocross bike from Japan. The one on the new KX is manufactured by Nissin and looks completely different from the one used by the Honda factory team. Kawasaki also spent some time with Keihin rethinking the throttle body. It now pivots with the top moving forward and the bottom moving backward when it opens.
This is significant because the new fine-spray injectors are located at the top, so the fuel has a more direct flow down into the motor. The center line of the cylinder, however, is offset 8.
The new piston is 17 grams lighter. The fuel pump is more compact and the shift drum is new. On the chassis side of the ledger, the frame and swingarm went on a diet. The swingarm has always been comprised of a cast section and two extruded arms, but now those arms are longer and the cast part is smaller.
All of that weight—and then some—returned in other places. The 49mm Showa fork, in particular, has good old-fashioned coil springs—two of them.
The Triple Air is gone. No one will miss it much, but springs are heavier than air, and Kawasaki also gave the front end a great, big 22mm axle. When you add up all the gains and losses, the KX weighs in a touch heavier. That still makes it the lightest of the Japanese s, all of which are around the pound mark.So I have been riding constant for over 26 years and have never ever had a bike lose a head gasket.
Bought a and lost head gasket after head gasket after about 15 hours on the bike. Every Kawi dealer I call says they have never heard of a problem. Get tired of fixing it including having it milled, and new cap and sell it to buy a new thinking I got a lemon.
2019 kx450 suspension tuning.
After about 20 hours same thing. Pressurized, cooling system and losing fluid. Call around and the same answer. So I am going crazy! If you are having or know of people with this issue what are they doing? Just living with it, and going through the process of replacing the head gaskets every hours? I tried copper seal last time with no better results. I love the bike and put over hours on my 09 kawi without even one motor issue.
Thanks in advance. Mr Regis. Just had this problem with our KX But we do believe it is ok. Bike have already more than 50 hours. We had a that also never had this problem The only think that we are always upset with the KX are the chain guide They do finish very fast. But some while ago i put a post here and got some pretty good tips.
Now it's a little better than before.Do you have a Kawasaki KX? If so, we are here to give you a little inside knowledge. The new KX is one great machine, but the doesn't mean it is perfect right? On our test bike we have experienced with some clutch drag and clutch lever movement when riding.
Under heavy load or acceleration on deeper tilled tracks the clutch on the can drag and or the clutch lever can move. This is not something we liked, so we went to work with Kawasaki to remedy this problem. If you do notice a drag or lever movement, simply take the judder springs and narrow fiber plate out of your clutch and replace it with a standard fiber plate as shown.
That's it! Once this mod has been installed, the lever was much more consistent and the drag we felt out of corners was gone. Not only was the drag gone, but we also noticed that rear wheel traction was increased a little as well.
It's a cheap fix and relatively easy to do. Enjoy your green machine! Latest News. Social Media. Hard Parts. The PulpMX Show. Keefer Tested. Keefer After Dark. First Name. Last Name. Email Address. Sign Up.I really wanted to get some updated settings for you Team Green riders out there in hopes that it will help you set up your KX in a more timely manner. Here are some thoughts and settings on the Kawasaki KX Engine Feel: Just in case you were trying to decide on if the KX is better than the version, let me tell you, there is no comparison.
The comes on quicker with a lighter, more free-revving feel and has less engine braking. Yes, too crisp! The KX gets jumpy with the stock green coupler and it upsets the chassis, which makes you very inconsistent through corners. The engine is super connected to the rear wheel and never steps out coming out of corners. This is an impressive power plant!
After I rode with the black coupler a few times I decided that I would like to increase the mid to top end pull so I created a map with Kawasaki to get some more in that area. The total weight of the new machine has only increased roughly three pounds frombut to me it feels lighter than the I feel it is because of the way the Kawasaki makes its power. Straight line stability is still the same straight and arrow Kawasaki feel that you expect, but with added traction.
The frame absorption is the best attribute of this machine and other manufacturers should take notice of how well this KX feels when the track goes to crap. The whole bike feels friendlier than any other machine on square edge and the only other one that comes close in comfort is the Yamaha YZF.
The Nissin hydraulic feel is a little bit of cable and hydro. What the hell does that mean Keefer? It means that there is a little play in the Nissin hydraulic lever that makes it feel like a cable pull initially. You will be able to feel the lever start to creep in towards your grip when accelerating out of corners at times. To combat this you can simply remove the judder spring and add a fiber to the clutch pack.
At tracks with hills or sizable jumps, the fork was too low in the stroke and bottomed too many times. Going stiffer on the compression only hurt de-cel bump comfort, so I settled on going slower on the rebound, which helped some. The shock is soft as well on slap down landings, but going eight clicks two full turns in helped keep the rear end up and thus helps wallow feeling.
This setting will get you by on most tracks, but do yourself a favor and read the recommended suspension settings below for optimal balance of the KX The recommended settings below will help with hold up and ride comfort.
I am able to get more front end bite than last year, but also am still able to rear steer the green machine very well too. I had a rear end steering tester with me at the intro and he liked how well it backed into corners as well as much as I liked the front end bite from mid-exit of corner. I say mid-end because the KX still does have a slight vague feel on entrance of corners so Raising the fork up 2mm in the clamp helps this feeling somewhat and gives you increased front bite.
Rider Traingle: The footpeg to seat to handlebar ratio is great! Brakes: Do yourself a favor and get a rear disc and hanger. Spring Rate 0. The engine on the KX in stock trim is exciting and makes the Kawasaki feel light. It has great RPM response, but does have a little dip from mid to top, so I created this map to help fill that dip in and make it pull slightly longer. You will notice a slightly more linear more control at low RPM pull down low without the jerky feeling through corners.Hi all kinda new to the bike world as I haven't rode in like 10 or so years and was never a big racer or jumper.
I recently went to a practice track and almost endod a few times and was wondering if my front forks are to soft or if it was operator error. I have not done a single thing to the bike other then change the oil and ride it.
I'm lbs with out gear and the jump I kept struggling on was about 50 foot table top the 20s and 30s went ok a little nose down some times but not uncomfortable. The one time when I landed I ride the front tire out a few feet before it sat back down.
Make sure your sag is set correctly first and foremost. As far as endoing, youre probably not doing the jump correctly. You want a good attack position with your head over your number plate and a smooth throttle delivery all the way up and off the takeoff ramp. If you let off youll endo. I think you just have to work on the commitment part of it. Maybe work on jumping halfway and landing correcty and work your way to the landing ramp as you build confidence and can commit fully.
Especially on a Thank you for the reply.
Kawasaki KX450 2019 Long haul updates ?
I'll check my sag this week. I'm working on building a smaller ramp for my house to be able to jump more and get comfortable on the jumps side of things. I was watching the fast guys at the track and noticed it looks like there butt is at the back of the seat or so I think I was standing more upright the more I think about it.
Too much or too little sag could be doing this too. I think guys are running around mm of sag. Thank you I'll try and do this tonight as I'll have some free time.
Do you happen to have a link or how to find the thread on my bike? Seems like a great bike. Make sure all the clickers are at the neutral position based on the manuals setting.
Check sag also. A guy was parked next to me and asking about some suspension problems he was having. I took some time to help set up his bike and honestly between the high sag and NEVER checking the air pressure in his WP forks, I could not believe he even survived riding the track. The sag was insanely high and this lb guy had air pressure in the forks equivalent for a rider.
Start with the basic bike set up and work your way up slowly at the track. Good luck! Moto wrote:. Cool yeah I was reading your posts on that big thread, your bike looks really good. Just got home from a race at glen Helen and man the current Honda motor is so damn good for high speed tracks.Seriously though, Kawasaki has a brand new and it is probably the most anticipated motocross machine of I headed down to Pala, California Tuesday night to attend the presentation that Kawasaki had for the media, to get a feel of the new parts that are on this KX machine.
Will it be in the hunt for a shootout win this year? The comes on quicker with a lighter, more free-revving feel! Yes, too crisp! The KX gets jumpy with the stock green coupler and it upsets the chassis, which makes you very inconsistent through corners. I felt like I lost zero mid to top end pulling power with the black coupler compared to the stock green one and I could ride the KX more aggressively through corners.
The engine is super connected to the rear wheel and never steps out coming out of corners. This is an impressive power plant! After I was done testing I was chatting with McGrath and he even said he preferred the black coupler. I am able to get more front end bite than last year, but also am still able to rear steer the green machine very well too.
I had a rear end steering tester with me at the intro and he liked how well it backed into corners as well as I liked the front end bite from mid-end corner. I say mid-end because the KX still does have a slight vague feel on entrance of corners.How To Bleed A Hydraulic Clutch - 2019 Kawasaki KX450
Raising the fork up 2mm in the clamp helps this feeling somewhat and gives you increased front bite. Suspension Comfort: Thank you Kawasaki and sweet baby Jesus for the return of spring forks!!! The fork has tons of comfort, but is also too soft for my liking. At Pala there are some sizable jumps and the fork bottomed at too many times. Going stiffer on the compression only hurt de-cel bump comfort, so I settled on going slower on the rebound, which helped some.
The shock is soft as well on slap down landings, but going eight clicks two turns in helped keep the rear end up and thus helps wallow feeling. When the Showa tech saw the drawings of the KX in its pre-production stage he thought it was a race team fork at first glance. Many parts that are inside of this production Kawasaki Showa spring fork is what comes inside the factory boys forks.
The total weight of the new machine has only increased roughly three pounds frombut to me it feels lighter than the I feel it is because of the way the Kawasaki makes its power. It is very free feeling and snappy which makes this bike have a very light feeling through corners. Straight line stability is still the same straight and arrow Kawasaki feel that you expect. Keefer testing the new suspension Hydraulic Clutch: The Nissin hydraulic clutch feels nothing like a Brembo or Magura.
The Nissin hydraulic feel is a little bit of cable and hydro. What the hell does that mean Keefer? It means that there is a little play in the Nissin hydraulic lever that makes it feel like a cable pull initially.
So far I prefer the Nissin feel over the Brembo.This is easily fixed with Too Tech ECU re-mapping The bike turns well and is a good compromise between initial turn in and straight line stability.
The suspension is claimed to be soft in the front by many, but Too Tech testing illustrates that an overly stiff rear suspension causes the front end to move up and down excessively confusing the feel as too soft.
The bike is a nice balance of front end grip with rear steer character. The frame is soft and compliant which helps the suspension absorb square edge bumps but probably negatively affects ultimate front end precision. The front traction does not match a Honda or KTM turn in, but straight line stability is clearly better than a Honda. Again a nice compromise! It takes good suspension components AND a compliant flexible frame to work well in the rough.
Frame flex must assist the forks to absorb the high speed sharp edge bumps. The KX frame is clearly assisting the forks in making the KX a pleassure to ride. This causes the bike to dance around in the rough and not settle into rough turns or track well out of the turns. It also makes it harder to roll on the throttle as the bike is busy in the bumps. They share the same internals but are coated internally and on the outer tubes for less friction and improved wear.
The shock is also almost identical to the CRF unit. It does have a different design Compression adjuster but both adjusters can be modified to duplicate each other. Basically top notch components!
The power is deceiving. The 3 different maps allow the rider to experiment with different power deliveries.
Kawi admit they have a problem?
Over rev is significantly improved. This is a great all around bike. The frame absorbs the sharpest edges, the hydraulic clutch eases lever pull and ensures a consistent engagement point, the engine offers a great power delivery compromise and it has electric start while being the lightest Japanese bike by far.