There’s a new motor with centre-port exhaust and new head, new aluminium frame, different bodywork, Brembo brakes, Traction Control, riding modes with handlebar-mounted switch and Bluetooth connectivity using the Rideology app. And the bike certainly got put through its paces in all conditions as it was launched at an awesome facility in Spain, starting on a damp and slippery track that eventually turned super-tacky, right through to some night riding under the floodlights.

This bike has been developed with versatility in mind to make it perfect for riders of any level. The all-new down draft system gives you plenty of torque and useable power, while the plush suspension ensures you remain connected with the track as you ride. With thoughtful onboard features and easy handling, this bike is a great choice for entry-level and experience riders.

The bike handles well on track, acceleration response is good and it feels firmly grounded when carving around each corner. You can feel the bike’s power and responsiveness and you never feel like you are losing control very useable power band. After a few laps, you can truly appreciate the bike’s design. It’s balanced over jumps and through the turn.

The suspension could be tweaked a bit harder, but honestly it felt fine for me. If I was racing the bike week in and week out I’d make the front and rear a tad firmer the front forks would definitely benefit me more if they held up a little more.

The new KX450 is a machine that makes it easy to go very fast on easily, and can be fine-tuned for every level of rider. It’s an awesome machine and definitely one which I enjoyed riding. I felt I could attack the track and place the bike where I wanted it to go. That allowed me to be creative while still being able to hold a fast flowing turn. Kawasaki have developed a good bike and it’s great to feel the progression of the bike.

ALL-NEW 2024 KAWASAKI KX450 HIGHLIGHTS:

NEW Engine tuning
NEW Cylinder head
NEW Straight exhaust port and centre exhaust 
NEW Smartphone connectivity 
NEW Handlebar-mounted traction control switch 
NEW Brembo brake system
NEW Lightweight aluminium perimeter frame
NEW ODI Lock-On grips
NEW Easy-to-remove side cover
NEW Slim ergonomic bodywork
NEW KTRC and riding modes

NEW ENGINE 

For 2024, Kawasaki changed the layout of the entire intake system, all the way down to the valves which were modified to an ideal port shape and shifted vertically to be symmetrical with the intake and exhaust ports. The intake and exhaust ports were also modified for straighter airflow and improved efficiency. As a result, power is improved across all areas at any throttle position or engine rpm. 

The exhaust pipe has been moved to the centre of the bike, helping to contribute to both peak power and controllability while allowing for slimmer bodywork. The pipe’s silencer was moved forward as well, contributing to mass centralisation and a firmer feel.

NEW CHASSIS 

An all-new lightweight aluminium perimeter frame retains the praised handling character of the previous model, with optimised stiffness and dimensions that help improve the front-end feeling and traction while riding in various conditions. 

NEW BRAKES 

For the first time in KX history, a Brembo braking system will adorn the front of the KX450, including a master cylinder and brake caliper for excellent stopping power controllability. A Nissin braking system will remain on the rear of the motorcycle for a combined braking package that produces seriously fast lap times.

Style was a priority for Kawasaki engineers. The 2024 KX450 will feature all-new bodywork that allows riders to change their riding position more easily. The shrouds, side covers and rear fender all received updates to their design, condensing the KX450’s overall appearance for a lighter-looking feel while adding to the mass centralisation of the bike itself. A new quick-release design will be featured on the side cover, facilitating convenient, tool-less access to the air filter. 

For added rider comfort, ODI Lock-On grips will come standard on the KX450. This innovative grip system bolts the grips to the handlebar and will simplify the process of replacing grips. The grips will be accented with green details in the rubber tips and mounting hardware, continuing the motorcycle’s sharp racing image. 

NEW INSTRUMENTS & TECHNOLOGY 

A new traction control and power mode switch enhances the left handlebar, marking another first for the KX line of motorcycles. Riders will be able to choose their level of KTRC assistance (strong, weak, or off), adjust between power modes (normal or mild response), and activate launch control at the push of a button. 

Power mode mapping can now be adjusted using the Rideology app, another KX-series first. Instead of using the current accessory FI calibration kit, riders will now be able to adjust fuel and ignition timing and keep a maintenance log using Bluetooth connectivity from their smartphone. 

2024 KAWASAKI KX250

Tuned for race-experienced riders, the 2024 KX250 is powered by a 249cc liquid-cooled, four-stroke engine that is designed to achieve strong performance across the rev-range and result in quick lap times and excellent holeshot performance. The KX250 continues to utilize the finger-follower valve actuation – a valve train designed by Kawasaki’s World Superbike engineers – to help achieve a high rev limit that allows for the use of more aggressive cam profiles and contributes to high rpm performance. A 14.1:1 bridged-box piston features a dry film lubricant coating on the piston skirts to reduce friction and help with the bedding-in process. Dual injectors complement the powerful engine and increase engine output at high rpm. The use of a coned disc-spring hydraulic clutch provides a

A slim aluminium perimeter frame was designed with lightweight, nimble handling, and slim ergonomics in mind. The lightweight construction is composed of forged, extruded, and cast parts for optimized rigidity. Large-diameter 48mm KYB inverted coil-spring front forks enable the use of 25mm damping pistons, delivering smooth action and firm damping. A Kashima Coat on the forks’ outer tubes helps reduce friction and prevent wear abrasion. On the rear, a KYB shock unit complements the front fork and features dual compression adjustability. 

Stopping the powerful KX250 engine is a 270mm Braking brand front rotor, which delivers strong braking force and superb control. A 240mm Braking brand rear disc contributes to controllability and offers optimized stopping performance. Dunlop MX33 tires offer excellent traction and have been fitted in 80/100-21 front and 110/90-19 rear sizing. 

Kawasaki continues its unmatched commitment towards providing riders with class-leading comfort thanks to its ERGO-FIT® adjustable handlebar mounting system and footpegs to fit a variety of riders and riding styles. A factory-style 1-1/8” thick aluminum Renthal® Fatbar® handlebar comes standard and features four-way adjustable mounts. The multi-position handlebars offer two mounting holes with 35mm of adjustability, and the 180-degree offset clamps boast four individual settings to suit different sized riders. The footpegs feature dual-position mounting points, with a lower position that reduces the standard setting by an additional 5mm. 

Sleek bodywork with factory-style graphics help ensure that the KX250 is the sharpest-looking bike in the paddock and further reflects its highly-tuned performance. The bodywork on has been designed to facilitate rider movement with long, smooth surfaces that make it easy to slide back and forth.

2024 KAWASAKI KX85

Built using much of the same race-winning technology as that found on the KX112, the KX85 motorcycle defines a “big bike in a small package” and returns as strong as ever in 2024 with the goal to provide young racers the championship-winning advantage they need to sharpen their skills. The KX85 relies on its instantaneous power, nimble handling, and factory-race-inspired styling to reach the chequered flag first. 

The two-stroke, single-cylinder 84cc engine is equipped with a highly advanced powervalve system that generates an easy-to-use wide-spread powerband. Just like the KX112, it features a 6-speed transmission, Dunlop MX33 tires, slim ergonomics package, aggressive KX styling and excellent cooling performance. Championship performance requires power, which is exactly why the KX85 stands above the competition. 

2024 KAWASAKI KX65

The 2024 KX65 is the most compact motocross bike in the Kawasaki KX lineup, built to serve as the machine of choice for aspiring motocross racers driven to follow in Kawasaki’s championship footsteps. The durability and reliability the KX models are known for creating a dependable platform for young racers. Featuring a six-speed transmission, race-ready engine, strong stopping power, and superb handling, the KX65 builds champions. 

Its liquid-cooled, two-stroke 65cc engine and lightweight chassis deliver strong controllable power and exceptional handling that results in the ultimate recipe for winning races. The 33mm front forks and four-way adjustable rebound damping are capable of performing at the highest level in aggressive terrain, while the rear is fitted with Kawasaki’s Uni-Trak single-shock system with adjustable rebound damping and fully adjustable spring preload. 

With an all-Triumph engine and hand-welded aluminium frame, KYB spring suspension, Brembo brakes and hydraulic clutch, Bellville washer spring clutch, smartphone mapping, forged aluminium triple clamps and more, it’s a cutting-edge machine for £9795. Claimed to weigh just 104kg and put out 47.4bhp at 13,5000 rpm, it’s ready to take on the best of the rival race bikes.

Dave talks at length with two men who helped develop the bike, Ricky Carmichael and Jeff Stanton. And he gets the update on Triumph’s plans for the future in terms of a 450 motocross bike, enduro models, a youth range and potential plans for a British championship assault.

With the 2022 GasGas enduro and motocross bikes undercutting their Austrian-made rivals in price quite significantly, MotoHead’s Dave Willet was interested to find out just how good they are. And rides on the trials bikes and new range of e-MTBs was a chance to try something different. The day, the last official GasGas United in Dirt tour date, ended up in a friendly competition to see who would come out on top…

It’s an all-new bike designed for more power from the mid-range to the top end through the use of a new exhaust camshaft with a revised profile, new fuel injection settings, a new longer silencer, updated ECU and improved water pump impeller. And the intake system is completely new.

A redesigned airbox means goodbye to the old school inlet funnel. The airbox has also been shortened by 20mm to allow a smoother and more direct route for the incoming air. A new air filter housing cover on the front of the seat has new channels for improved flow and increases the volume of the intake air for even better performance at high revs. The clutch holder has thicker walls that are stronger, third, fourth and fifth gears on both the ingoing and the outgoing shaft are re-designed some of the gears are glass bead blasted to improve efficiency.

The bars are further  forward, there is a new triple clamp, bar mounts and front axle. The fantastic Kayaba SSS forks and rear shock have been revalved, there is a bigger front caliper and bigger discs all round. And In terms of looks, there are new blue bits on the side plates, rims and head. That’s a lot of changes, and they all work. Once again the bike really is good and ticks all the boxes across the board.

The 2021 model feels and handles like a dream. The old-school style track of Bielstein in Germany, where I tested the bike, would find any weakness instantly due to the mixed terrain. But the Yamaha came through with no issues at all.

Once on the bike I felt straight away it has a comfortable, well-balanced feel and the controls had a perfectly neutral position.

I did five 20-minute motos on the bike which allowed me to make some adjustments. The bike was sprung for my weight and all the clickers set at standard at first. So I rode the bike exactly as it would come out of the crate.

In the 250F class, we all concentrate a lot on the power and the previous model had a awesome throttle response which delivers a power right through the range right off the throttle. But the top end power didn’t match the rpm. In short, the power signed off earlier than the revs. I know this is the case with every bike but when you are so near to having a perfect combination between rpm and power like the YZ250F has been for a few years now, it gets a little frustrating. The engine just needed a little extra to be so good. I’ve ridden the factory team bikes and know what power they achieve, so it’s definitely possible.

Well this year Yamaha have decided to give the riders more mid to top end and it’s highly welcomed. This has been done while still keeping that wide usable power range so it’s a great motor.

The upgraded clutch is massively welcomed too. A beefier clutch was a must last year so it will definitely be needed with the extra power the motor is pushing out in 2021. The gearbox feels slick and the brakes have been improved to match the extra ponies, too.

The new 2021 feels and handles better than the 2020 model. It’s slimmer and more pinpoint accurate with the power to complement its handling ability.

I have always rated the Yamaha’s response and throttle-to-rear wheel connection but this year it even feels better, especially with a slicker clutch and gear change. I found I didn’t have to work the gearbox as much as previously because I could leave the motor in a higher gear or let it rev out more.

Personally I found the stock suspension settings a little harsh this year but it’s an easy fix. I opened the high speed compression up on the rear shock to allow for a better stroke action which gave better traction out of the turns. I opened the rebound up on the front forks while adding more to the compression which improved the action and front end grip. The track had a few stones and square-edged bumps so by making those little adjustments, I found the front wheel followed over the ground better.

My conclusion is that if you liked the bike last year you’ll rave about it this year. And if you didn’t like the bike because of the lack of top end or its wide feel, I recommend you try the 2021 model.

While the KTM group shares its chassis technology between its two-stroke and four-stroke platforms on Husqvarna and KTM, the YZ250 is a totally different machine to its four-stroke siblings. It has its own frame and different plastics, while the engine remains the glorious 249cc smoker developed in the 1990s, with the YPVS exhaust powervalve and Mikuni carburettor. The main common parts with the YZ-F is the suspension, in addition to the rideability.

Despite the radical differences in engines and chassis, the YZ250 shares the KYB AOS 48mm forks with the YZ250F, albeit with a rather different set-up. Lesiardo found it was too soft in the initial stages of travel, so stiffened up the compression damping. This improved it but it still packed down in corners. At the rear the KYB was set up well and was planted, even at high speeds.

Maintenance

Motor oil: 0.8 litres.
Oil change: after break-in and then every 5 races or 12.5 hours
Air filter cleaning: after every race
Piston Replacement: every 12.5 hours
Starter motor: N/A
Premix: 33:1
Tyres
Front: Dunlop Geomax MX52F 80 / 100-21
Rear: Dunlop Geomax MX52 110 / 90-19

What the testers said:

Morgan Lesiardo:

It’ a really nice bike. I had to adjust the suspension, but it was fine in both the chassis and engine. It’s difficult to compare it to the YZ-F as it’s closer to the two Austrian two-stroke 250s. It is very reminiscent of the Husqvarna, with less power. It does have more low-down grunt but doesn’t rev on as far. In the air I found it much better than the other 250s, needing less rider input that the Austrian bikes. It really feels like a four-stroke chassis with a two-stroke engine. Like all 250 smokers, it is not very easy to manage the power which isn’t helped by the clutch which is less than perfect. I loved the rear shock which works well, hugs the ground and has good traction.

Stefano Dani:

If you choose to ride a 250 two-stroke in the MX2 class, you have some advantages. It’s very powerful, pulls you out of the corners and on a mixed terrain train like this, it’s an effective bike. On slippery hard pack you would struggle for traction.

It changes direction well and in the air you can feel it is very light. And of course you have to use the brakes more as there is no real engine braking.

It has a generally less rigid-feeling chassis than the four-stroke, which smooths out the ride a bit. At the start of a race it is a bit more difficult to keep the front end down, but if you are good at it you will holeshot for sure!