Ryan Nitzen | February 9, 2023
The “factory edition” world is a fun place to be. Bikes come straight from the dealership spec’d out with almost all the parts your moto heart could desire. Kawasaki joined the factory edition game a few years ago with its KX450SR, or Special Racer, as a race-ready machine with a host of bolt-on bling compared to the standard KX450. Plus, there are some extra goodies under the hood.
Photography by Dylan Kelley and Nitzen
The SR is a mirror image of Jason Anderson’s Monster Energy KX450 factory bike. The SR also pays homage to Team Green racers like James Stewart and many others.
So, what’s new with the 2023 KX450SR compared to last year’s SR? Most notably, the ’23’s Showa suspension components. Last year, the SR was fitted with KYB parts because then-team rider Eli Tomac was a proponent of KYBs. With Tomac having moved on, the SR has moved back to the same Showa brand of forks you see on the standard KX450. The SR’s forks, however, are slightly different than the standard’s Showas; the SR’s get special upper and lower coatings (to reduce stiction) and updated settings.
Upgrades from the standard model include D.I.D Dirt Star wheels, X-Trig split triple clamps and Renthal FatBars. You’ll also find a full Pro Circuit Ti-6 Pro titanium header, exhaust system and a race team Hinson clutch cover. The engine features polished ports and optimized ECU settings to match the engine work. A black Renthal sprocket and gold D.I.D chain give the bike even more of that factory look. The SR also grabs your attention with its replica Monster Energy race-team graphics.
The Kawasaki KX450SR looks like it came straight from the factory-racing pits.
The SR rolls off the floor with a laundry list of added goods. With it also comes a heftier price tag compared to the standard. The KX450SR retails for $12,699, $3100 more than the KX450. Is it worth it? From strictly a dollars-and-cents point of view it is because similar aftermarket upgrades, such as a full exhaust system, rims, triple clamps, clutch cover, and drivetrain alone, would set you back up to approximately $3000, and that’s not including the price of the head mods, ECU tune or the suspension coatings. Plus, all the work is done for you.
But is it worth it on the track?
We’ll cut to the chase. The SR is everything we love about the standard KX450, only better. You’ll notice the engine’s exhaust and overall bark right away. Compared to the standard KX450, the SR’s motor is clearly more vibrant and responsive, which you’ll notice right from the get-go. The throatier character of the SR makes the bike feel more connected and, overall, more fun to ride. There isn’t that intimidating pull-your-arms-off type of power; instead, it has a more linear power delivery. As a result, you can put all those ponies to the ground. We settled on the stock and black (“mellower”) coupler for this day at Glen Helen Raceway. These made the KX’s power more useable on the track’s notorious hills. The Pro Circuit pipe and engine mods make the bike even more responsive than the standard KX while retaining that easy-to-ride character we enjoy from the current generation of KX450s.
Stiffer suspension compared to the standard KX450 gives faster riders more confidence.
In the suspension department, the new Showa fork is noticeably stiffer than the standard’s fork, but in a good way. Compared to the standard’s softer setting, the SR’s fork offers better hold-up in the chop and helps make the bike sit up nicely while you flow through the corners. We utilized two test riders on this day, and they both preferred going two softer on compression and two clicks stiffer on the rebound to slow the overall action of the fork down.
The SR is now fitted with Showa suspension like the standard model but has a few tricks up its sleeve.
The SR is a stable missile in a straight line, and the chassis feels comfortable over just about everything. And the back end always wants to drive forward no matter where you put it. It’s not as “rear-steering” as previous-gen KXs, but you can still back it up into a fluffy outside berm, grab a handful of throttle, and come out with a big grin on your face.
To answer the earlier question: Is the SR worth the extra money? For some, for sure. If you’re the type of person that is going to do all these same upgrades on the SR anyway and want the convivence of the factory doing it for you, then surely it is! Plus, the bike looks so cool and performs better than the standard model. All good stuff right there.
With the SR, you get a full Pro Circuit exhaust system, not just a muffler.
The upgraded pipe and engine mods give the SR more bark versus the standard KX.
But if you are the type that isn’t into bling (or even if you are) but wants to pick and choose what goes on your bike, then the answer is obvious, go with the less-expensive standard.
A few of our first changes with the SR (and with the standard, for that matter) would be replacing the hard stock grips with softer ones and swap the levers (front brake and clutch) with ones that aren’t so skinny and have a better and more confident-inspiring feel.
Kawasaki accomplished giving the SR more power without sacrificing rideability.
As with the previous KX450SR, Kawasaki did its homework with the current SR by building a better, saucier KX450 without sacrificing anything we already liked about the standard KX450. CN
VIDEO | 2023 Kawasaki KX450SR Review
2023 Kawasaki KX450SR Review
2023 Kawasaki KX450SR Specifications
| MSRP: |
$12,699 |
| Engine Type: |
4-stroke, single |
| Displacement: |
449cc |
| Bore x Stroke: |
96.0 x 62.1mm |
| Compression Ratio: |
12.5:1 |
| Valvetrain: |
4-valve, DOHC |
| Cooling System: |
Liquid |
| Starting System: |
Electric |
| Fueling: |
Fuel Injection w/44mm Keihin throttle body |
| Transmission: |
5-speed, w/hydraulic clutch |
| Exhaust: |
Pro Circuit Ti-6 Full System |
| Frame: |
Aluminum perimeter |
| Handlebar: |
Renthal Fatbar |
| Front Suspension: |
49mm Showa w/coatings |
| Rear Suspension: |
Showa Monoshock with linkage |
| Front Wheel: |
21 in. |
| Rear Wheel: |
19 in. |
| Front Tire: |
Dunlop Geomax MX-33 |
| Rear Tire: |
Dunlop Geomax MX-33 |
| Front Brake: |
Single semi-floating 270mm Braking petal disc with dual-piston caliper |
| Rear Brake: |
Single 250mm Braking petal disc with single-piston caliper |
| Triple Clamp: |
X-trig ROCS, Split |
| Wheelbase: |
58.5 in |
| Seat Height: |
37.6 in. |
| Ground Clearance: |
13.4 in. |
| Fuel Capacity: |
1.64 gal. |
| Weight (dry, claimed): |
233.2 lbs. |
