Kawasaki has also spent time to refine the
hydraulic clutch in order to deliver a lighter
clutch actuation when the lever has been pulled
in, and provide a wider clutch engagement
range, replacing the traditional coil spring
arrangement with coned-disc springs.
In the same area, Kawasaki engineers have
revised both the friction material of the clutch
fibre plates and the size of the driven, steel
plates. Driven plates move up in size from
139mm to 146mm diameter.
Finally, in terms of changes, a Renthal Fatbar is
now part of the standard specification. With a
ø28.6mm tube diameter, the all-aluminium bar
helps reduce vibration and shocks for the rider.
Electronics remain the same. Electric start,
changeable maps and launch control to chase
the holeshot.
CROSS COUNTRY SPECIFIC KAWIS
We’re excited with Kawasaki directly targeting
the cross country world for the first time, with
two new machines, the KX250XC and KX450XC.
These are brand new models for Team Green
designed to take Kawasaki’s MotoX dominance
out into the open world.
Based heavily on the new motocrossers, both
the 450 and 250 XC machines take the new
motocross machines but with some cross
country-specific upgrades.
XC-specific tuning includes maps for the
engine, refined suspension with different
settings better suited to cross country work
and brakes, a 21-in/ch18-inch wheel combination
fitted with Dunlop Geomax AT81 tyres out of
the crate. Gearing is slightly lower too.
Kawasaki has also added standard features that
include a sidestand and skid plate to make the
new KX250XC more attractive for racers and
high-performance trail riders alike.
It’s a similar story with the new KX450XC as well,
with Kawasaki heavily leaning on the 2021 KX450
as a base to build from and gets the same XCspecific
treatment as the 250.
KIWI RIDER 17