Kawasaki powers into 2010
By TMX Archives on 24th Sep 09
RECENTLY, we headed off to Doncaster Motor Park, again, but this time it was to test the new 2010 model KX450F. This time round the track conditions weren't quite as great as our previous visit to the venue to say the least but test riders have to deal with such things.It seems that most manufacturers are trying to get a head start with their bikes this year and rather than waiting till all their models are ready to test, they're just doing one at a time or as each model arrives in the country.The new Kawasaki KX450F hasn't been radically changed, but last year's model was completely new with the main attraction of fuel injection.
LOOKS
APPEARANCE-wise the new offering has slightly different decals and a new seat cover but other than that it looks pretty similar to the 2009 bike.
Internally, the new bike comes with a new high performance piston with a bridged box bottom which is pretty similar to the factory bikes. This is claimed to improve performance right through the rev range working in conjunction with this a modified intake cam shaft has been fitted. This has shifted the intake valve timing two-degrees forward to work with the new piston.
In addition, the crank boasts a different shaped crank web, similar to that fitted to Ryan Villapoto's factory machine! The result of this is less engine vibration.
Also on the engine side of things, the front section of the exhaust - the header pipe - has been shortened to improve mid-range hit and the radiators have been altered and now have wider spaces between the cores/ fins to help the engine run a lot cooler and also to prevent mud build-up on the rads.
To make sure that all of these modifications work perfectly, the Engine Control Unit (ECU) which controls the fuel-injection system has also been revised. now has a new program which gives improved response from low revs right through to mid-range. However, if this particular setting doesn't suit your riding style, don't worry about it, you can get down to your friendly Kawasaki dealer and get it re-mapped with their KXF1 calibration kit. I understand that this can also be purchased as an optional extra but it could be an expensive piece of kit. It will probably be easier to nip down to your local dealer.
Other than an improved clutch which offers a much plusher feel, and also makes it easier to hook up the tyres, that's about everything on the motor side of the updates.
On the chassis side of things, the front end boasts a new steering stem which gives a lighter feel to the steering and at the rear the Uni-trak rear suspension mounts below the swing arm have also been modified to assist the new bike to turn much better.
There are a few more tweaks here and there on the machine, but I'll tell you about them as I talk about how the big Kawasaki feels on the track.
POWER
ONCE I got on the new Kwacker and actually completed a couple of laps, I soon discovered what the new power and its delivery was like and although it has not changed a tremendous amount, it definitely feels slightly different.
What the Kawasaki designers and technicians have aimed for this year is more hard-hitting power from low revs right the way through the range to full throttle opening. This is what most manufacturers claim they do every year. However, to be honest, I could tell straight away that the power of the 2010 model 450 was slightly stronger than last year's offering.
It was on the exits of corners that this was most noticeable and the new power-curve enabled me to roll the power on and feel response instantly.
The new fuel metering programme of the injection system is set perfect, especially for the deep sand at Doncaster. I could pull third gear easily out of the tighter corners and it hooked up very nicely indeed. There were no flat spots anywhere in the rev range. This tells me that Kawasaki has got it almost spot on this year.
I suppose now that when I think back to last year's test, the 2009 model had a slight weak spot just out of the corners in between third and fourth bear - but for 2010 this weakness has been eradicated.
The gearbox is nice and smooth although the gear lever was a bit low for me, but that's just a personal preference - it could easily be altered with a spanner and a couple of minutes altering the position of the lever on its splined shaft.
I did a couple of practice starts and I was really impressed on how strong the motor really was. In fact the more I rode it the more I began to realised just how good it was.
The Kawasaki guys showed us a graph print out from the dyno and both the power and the torque curves are slightly higher than last year's model.
Over the jumps and mainly on landings the new 450 felt real strong. Sometimes when you land heavily off some jumps on other bikes you get a slight hesitant feel on the throttle, almost as if for a split second there is nothing there, but with the fuel injection system on the 2010 450 there was none of this. It is set perfectly, which made the bike a real pleasure to ride.
STEERING
AS far as cornering was concerned, I felt it turn very easily, although I did find this Kawasaki tank and rad scoops a little bit wide compared to other models, but other than that, turning and steering was good. This is probably down to the new suspension settings which Kayaba have improved with revised spring rates to give a much more cushioned feel to the forks and this also helps to reduce or defer the onset of the dreaded 'arm pump'.
On the rear, the shock has also been under scrutiny with revised spring rates and it has also been treated to a special coating inside the body of the shock. Kawasaki call this a 'Kashima coat', which basically reduces friction and thus heat build-up and gives the suspension a much plusher feel. This also helps it handle really well.
The 'anchors' have not gone untouched, as the calipers now carry new pad material to give the brakes a much stronger feel and that, linked to the new petal shaped wavey style discs, both front and rear, helps clear mud much quicker and gives the brakes a nice sharp feel.
2010 Kawasaki KX450F Update highlights
ENGINE
New piston with bridged-box bottom, the same design used on Kawasaki's factory racers, offers improved performance at all rpm.
New intake camshaft with revised sprocket/ shaft arrangement moves intake valve timing 2-degrees forward, to suit revised engine characteristics.
Crankshaft with a slightly higher inertial mass offers increased traction performance without affecting the balance factor.
New one-piece stainless steel exhaust pipe is 40mm shorter and manufactured in steel, contributing to improved mid-high range performance.
European models have revised internal construction in the silencer which results in a weight reduction of approximately 330 grammes.
Material trimmed from the spring holders and outer surface of the clutch operating plate optimise rigidity and improve oil drainage.
New ECU operating programme and revised setting data offer improved response at low-mid rpm.
Cylinder skirt was strengthened to match the increased engine performance.
New thicker and wider radiators with increased fin and tube pitch are stronger, offer better resistance to mud build-up, and maintain cooling performance.
CHASSIS
New steering stem shaft with lower rigidity contributes to lighter handling.
Swingarm with revised cross-section also contributes to lighter handling.
Revised linkage ratios for the New Uni-Trak rear suspension further increase rear traction performance.
Revised front fork 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.
Revised shock spring rate and damping settings contribute to increased stability and offer improved cushioning when landing jumps.
Revised linkage ratios for the New Uni-Trak rear suspension further increase rear traction performance.
Revised rear brake pad material offers stronger braking.
SPECIFICATIONS
2010 model Kawasaki KX450F
ENGINE
Type: Liquid-cooled, single cylinder four-stroke with four-valve DOHC
Bore x stroke: 96.0 x 62.1 mm
Displacement: 449 cc
Compression ratio: 12.5 : 1
Fuel injection: Keihin 43 mm
Ignition: Digital DC-CDI
Starting: Primary kick
Lubrication: Forced lubrication, semi-dry sump
Transmission: 5-speed, return
Final drive: Chain
Clutch: Wet multi-disc, manual
CHASSIS
Type: Perimeter, aluminium
SUSPENSION
Front: 48 mm upside-down AOS-type telescopic fork with 22-way compression damping and 20 way rebound damping
Travel: 315 mm
Rear: New Uni-Trak with 22-way compression damping and 22-way (low-speed), and 2-turns or more 22-way (high-speed) rebound damping. Spring pre-load fully adjustable
Travel: 315 mm
TYRES
Front: 90/100-21 57M
Rear: 120/80-19 63M
BRAKES
Front: Dual-piston caliper operating on single semi-floating 250 mm petal disc
Rear: Single-piston caliper operating on single 240 mm petal disc
DIMENSIONS
Length: 2,185 mm
Width: 820 mm
Height: 1,280 mm
Wheelbase: 1,480 mm
Ground clearance: 340 mm
Seat height: 965 mm
Fuel capacity: 7 litres
Kerb mass: 113.5 kg
Specification: