Tag Archives: Motocross

Yamaha recall junior MX bikes

After a year of record safety recalls for motorcycles in 2021, Yamaha Australia is the first Australian motorcycle company to issue a recall in 2022.

The company has recalled their current 29022 YZ125SPN and YZ125N junior motocross motorcycles for a gear selection issue and asked owners to not ride them until parts arrive later this month or until they have been inspected and modified.

According to the official recall notice issued through the Federal Government, the shift selector detent spring may “dislodge while riding, causing the gear to shift unexpectedly or inhibit gear selection”.

“If the gear shifts unexpectedly or cannot shift properly, there is an increased risk of an accident resulting in injury or death to the rider or bystanders,” the notice says.

While all safety recalls are important, this is alarming as most riders will be young people, so parents should pay particular attention.

The notice says the parts for repair will not be available until next month. 

In the meantime, owners should contact their local Yamaha dealer to arrange for a free inspection and temporary modification.

For more information, contact Yamaha Motor Australia on 1300 277 137.


Even though manufacturers and importers usually contact owners when a recall is issued, the bike may have been sold privately to a rider unknown to the company.

the MXGP team Kawasaki doe 2022

Therefore, Motorbike Writer publishes all motorcycle and scooter recalls as a service to all riders.

If you believe there is an endemic problem with your bike that should be recalled, contact the ACCC on 1300 302 502.

To check whether your motorcycle has been recalled, click on these sites:

Source: MotorbikeWriter.com

Fly Racing’s 2021 Product Line Includes Three MX Lids

Flying Into 2021

Fly Racing has revealed it’s 2021 MX racing helmets and their respective liveries/color options with an entirely new cost-effective helmet model to throw into the mix.

Formula Carbon

The Fly Racing Formula Carbon is a lightweight, DOT and ECE approved motocross helmet with a full 12k carbon fiber construction. Being the top-dog of the 2021 lineup, Fly Racing was sure to pack as many features into this helmet as possible. The lid has been designed with as many energy mitigating materials as possible “including RHEON, a leading-edge viscoelastic material – fine-tuned to greatly improve impact management over traditional helmets”. Lots of marketing departments come up with their own lingo to set their products apart from the rest, but the most important takeaway with this helmet is the carbon fiber construction, quick-release cheek pads (makes for easer helmet removal by emergency responders), and the high-level safety ratings. The Formula Carbon comes with a tag of around $582 USD for adults and $546 for children.

Formula CC

The Formula CC is the next step on your way down the pricing ladder. It’s pretty much the same as the Carbon edition boasting both ECE and DOT approved safety ratings with the same AIS (Adaptive Impact System) and RHEON tech but with a Tri-weave composite shell in exchange for the carbon fiber. This helmet should retail for approximately $426.86 USD for adults and $400 USD for youth sizes.


The new Kinetic model is the final helmet I’ll be going over. It drops the ECE approval to bring the pricepoint down (I mean, waaaaay down) to $131 USD for adults and $117 USD for youth. The lid is still DOT approved with its polymer shell and features the same cheek pad release mechanism found in its more expensive siblings.

Voxan Motors

Source: MotorbikeWriter.com

MX pros form Australian Motocross Group

Four of Australia’s most highly credentialed motocross industry professionals are joining forces to revitalise the Australian Motocross Championship.
MX legend Craig Dack from the CDR Yamaha Monster Energy team, Gavin Eales from Serco Motorsport and Yarrive Konsky from Penrite Honda Racing have partnered with longtime Honda team owner and former Motorcycling Australia Motocross Commission chairman, Mark Luksich, to form Australian Motocross Group (AMG).
They have more than 100 years of combined experience in racing, athlete management, marketing, sponsorship activation, event promotion and sport administration.
The group hopes to develop a stronger and closer connection with Motorcycling Australia, over changes and innovations to improve motocross and supercross in Australia.
AMG’s first goal is a rebirth of the Australian Motocross Championship.
The group welcome input from pro and privateer riders, race teams, manufacturers, promoting clubs and the motorcycle industry, giving all parties a channel of communication direct to the sport’s national controlling body.
Craig says the Australian Motocross Championship will break new ground with the inclusion of a representative group formally recognised by Motorcycling Australia.
“We want the sport to realise its full potential,” he says.
“We all have a vested interest in the sport’s future and I believe AMG has a significant place in the sport, as riders, racers and teams all need a voice.”
Longtime race team owner and state and national event promoter, Yarrive says the formation of the AMG is “the single most important development in our sport”
“AMG has come together with the right mindset, as racing rivalries have been put aside in order to improve the sport’s reach and increase participation,” he says.
“Everyone in AMG has raced as privateers and all of us have developed business interests in the sport, so it’s in our best interest to see the sport become even more accessible for privateers to participate in, with safety, fun and cost as key points.”
Gavin says the sport sport “needs unification to give it greater credibility within the industry, along with local, state and national governments and the wider mainstream community”.
“The four of us coming together to form AMG shows our commitment for a unified front,” he says.
“Commercially, the off-road motorcycle industry is doing well at the moment despite the challenges of COVID-19, and we need to leverage the current success we are experiencing and get more people competing in motocross.”
Meanwhile, Mark has returned to the MA Motocross Commission and will be the main point of contact for AMG.
“Having previously chaired MA’s Motocross Commission I can see the importance of having a group like AMG involved at the highest levels of the sport,” he says.
“AMG is dedicated to racing, riders and the teams, and by working closely with MA, we plan to bring our experience and passion to assist in making the sport a stronger platform for all involved.”

Source: MotorbikeWriter.com

Yamaha accelerates its electric program

Yamaha has been developing electric vehicles for several years, but is now stepping up its electric program with a compact portable motor and an electric motocrosser.

The motor range is called an Interior Permanent Magnet Synchronous Motor (IPMSM) with varying outputs from 35kw to 200kw.

They say they can be used in motorcycles and other vehicles.Yamaha electric program

Now Yamaha Motor Europe is also involved in a joint project with KNMV, Dohms Projects and SPIKE to build an electric motocross bike, EMX, to compete with 250cc models.

Benefits include higher torque and higher traction.

Yamaha electric program
EMC program

Electric program

So far, Yamaha has only produced the electric PES1 (Passion Electric Street) road bike and PED1 (Passion Electric Dirt), but neither is available in Australia.

Last year, Yamaha unveiled their EC-05 electric scooter with Gogoro lithium-ion battery packs you can easily swap at a convenient roadside vending machine.

Yamaha Gogoro battery swap electric scooter
Yamaha electric scooter with removable Gogoro battery

Yamaha is also co-operating with the other Japanese motorcycle manufacturers to standardise electric motorcycle and scooter technology, including charging infrastructure and swappable battery packs.

Last year, Yamaha also unveiled two electric scooters, an electric bicycle, an electric mobility scooter and an electric personal scooter at the Tokyo Motor Show.

Bu it’s not all electric power in Yamaha’s future.

The company is also considering water power, but we believe it may also have an electric water pump.

Yamaha water bike
Yamaha’s water-powered bike

Source: MotorbikeWriter.com

Dean Ferris seriously injured in practice crash

Ferris injured in Conondale practice crash

RecoveR8 KTM Thor racing have confirmed that three time MX Nationals Champion and MX1 team rider Dean Ferris was injured yesterday, Saturday 8th August whilst practicing at the Connondale circuit in QLD.

Directly following the incident, Dean was airlifted to a local hospital where he was stabilised for symptoms of back and rib pain. Dean has suffered several broken ribs and fractured vertebrae and is in a stable but serious condition. We will announce further updates accordingly regarding Deans progress as his recovery develops and more information becomes available. Dean will be transferred this coming week to Brisbane Hospital for further treatment and evaluation.

Dean and Renae would like to take this time to thank all those involved at the Connondale club for helping Dean following the crash and also everyone for their phone calls and support.

Kevin Williams, Brand and Business Devleopment manager of Raceline Performance

During this time Dean and Renae will not be taking any calls to solely focus on Deans recovery and we will release more information to the public accordingly once it becomes available to us.”

Dean Ferris has signed with Raceline KTM Dean Ferris Facebook photo
Raceline KTM

Source: MCNews.com.au

MXGP fires back into action this weekend in Latvia

MXGP is back! Following a five month break due to the COVID-19 outbreak, the FIM Motocross World Championship is making its much-awaited return with a triple header in Latvia, with the MXGP of Latvia, MXGP of Riga and MXGP of Kegums.

The return of the MXGP series will see several changes, including an all-new timetable schedule, with the European support classes out on track for both their races on Saturday, meanwhile MXGP and MX2 riders will take to the track on Sunday for their Free/Timed Practice and races one and two.

With plenty of fresh faces in the EMX250 and EMX Open classes, along with the MX2 and MXGP riders, the tripled header in Latvia is set to be an exciting event, that will no doubt see plenty of intense competition and battles throughout the three events.


In 2019, Team HRC’s Tim Gajser was victorious in the MXGP class, though he was tied on points with second and third place finishers Romain Febvre and Arnaud Tonus. With all three riders on exactly 40 points each, it was Gajser’s race two victory that handed him the overall win.

In the last year, Gajser has come on leaps and bounds when it comes to his sand riding and therefore could be in with the chance of repeating last year’s win and clinching yet another victory in Latvia; his race wins from Matterley Basin and Valkenswaard go to prove that the Slovenian is perfectly cool with leading the field, even when he’s being chased down by Jeffrey Herlings and Antonio Cairoli.

Tim Gajser

It’s been a difficult year, with everything that’s happened these past few months so I’m super excited to get back to racing the world championships again. In the past five months, I’ve just been training hard, trying to stay in shape and maybe even improve myself in preparation for this time, but it certainly wasn’t easy. Now I’m ready to start the season again, as I get to Latvia pretty early to make sure everything is ready and make sure the bike is as good as it was before the break, when I won those motos. The calendar is probably the best they could do. I think it is good to do multiple races at the same track, to avoid moving around too much, with all the countries having different rules and different quarantines so that is a good idea. I think it will be interesting and different to have a one-day format, but it will be the same for everyone, so you have to be able to adapt and make sure everything is running smoothly, and quickly. I know my team is capable of making this happen though so I am confident.

His team-mate Mitch Evans will also be making a return to racing in Kegums, following months of rehab on his should injury, which he picked up in Valkenswaard. Before the Australian got hurt, he did give us a glimpse of what he is capable of in Great Britain, with a third-place finish in race one, so it wouldn’t be a huge surprise to see him battle within the top five once again after a break that meant he was able to recover properly from the injury he sustained in round two at Valkenswaard. The Australian finished second in a French event last weekend and will head to Latvia buoyed with the knowledge that he’s back to race pace in what is his rookie 450 campaign.

Mitch Evans

“It’s great being back in Europe, and getting back into the swing of things in training, and back on my factory HRC bike. I’ve been in south-west France and it is a beautiful area, so I’ve enjoyed my two weeks here, especially being able to do a race at the weekend. It was good to get in a gate drop before we head to Latvia this week. It didn’t start off too well in the first moto but the second went well and that’s why we did the event to try and get comfortable racing again, and blow the cobwebs out. My shoulder was feeling good, with no problems and I didn’t have any pain so I’m very happy with it. Now I’m looking forward to getting back to MXGP this weekend as it’s been a long time off and I’m sure everyone’s as excited as I am to be back with the team and going back racing.”

MXGP Rnd Mitch Evans hondaproracing bybavo
Mitch Evans – Image by Bavo

Taking a look at the Red Bull KTM Factory squad, the Latvian GP was somewhat eventful for the team. Both Jeffrey Herlings and Antonio Cairoli were forced out of race two with injury and with that had to sit out the rest of the season, meanwhile the MX2 rider (at the time) Jorge Prado rode two solid races and took the overall victory. Though with both of these injuries behind them, and Prado’s recent rehab on his own leg injury, the team will be back stronger than ever.

All three riders have a good track record in Kegums, with Prado’s win last season, then Cairoli on four wins to his name (2009, 2011, 2012, 2013) and the current MXGP championship leader, Herlings, with five (2010, 2013, 2016, 2017, 2018), three of those victories from his MX2 days, it would be a safe bet that we may see at least one of these three on the podium of each event in Latvia.

Jeffrey Herlings

Kegums has always been very good to me. In 2010 I won my second MX2 GP there and took several wins afterwards. 2017 was also special. 2019 was also my first moto win of what turned out to be a pretty bad season. So, some good memories. Like everyone else I’m excited to be racing again. My KTM works well at Kegums and I believe we are very ready. We might be missing some racing rhythm, but I think that is the same for the others too. We’ll do our best for these three races and see where it takes us. It won’t be a long season but it’s important to be at each round, take some good starts and work from there.”

Though that’s not to say that, that will be guaranteed as there will be a field of riders up for the challenge, three of those being the Monster Energy Yamaha Factory Racing riders Jeremy Seewer, Arnaud Tonus and Gautier Paulin.

Tonus had a fantastic ride in Kegums last year, as already mentioned, finishing tied on points for first place, though his fourth-place finish in race two was the decider that meant he’d not only missed out on the top step but would also have to settle for third instead. Though a podium is still a podium, and one that puts Tonus among the group of strong contenders to take a trophy home again this year. Meanwhile his team-mate Jeremy Seewer also put on a strong performance with a fourth overall, and so did Gautier Paulin, finishing just outside the top five in seventh place.

Gautier Paulin

I’m looking forward to getting back behind the gate. Everything has been ready since Valkenswaard. The team is ready and so am I. I just really hope everything goes well between now and Kegums and we can go behind the gate. It has been a while and the situation is constantly changing, so I hope that it moves in a positive direction and that everyone stays safe. We have three rounds in one week, I am not too bothered by this. I just look at it like three GP’s, and I am looking forward to going back racing.

Of course, they are not the only ones aiming high as we return to racing in a matter of days. Romain Febvre and Clement Desalle of Monster Energy Kawasaki Team both have won in Latvia in previous years, with Febvre winning races in 2015 and 2016, with Desalle also wining in 2009 and finishing second on the podium behind Cairoli. For Febvre the Latvia GP will be the first time that we see the Frenchman line-up on an MXGP start-gird, as the Kawasaki rider was forced to miss the races in Great Britain and the Netherlands due to a leg injury sustained in practice leading up to the first round of the championship. Now with months of preparation under his belt, this could be the weekend we could see Febvre challenge for top positions.

Then there’s Arminas Jasikonis of Rockstar Energy Husqvarna Factory Racing who will represent the team in Kegums alone, as Pauls Jonass will not be lining up at his home GP’s due to a practice crash in which the Latvian sustained three broken ribs and five spinous processes. With doctors’ recommendations of an extended period of rehabilitation, it is unclear when we will see Jonass back.

Last year Jasikonis went DNF-7 at the Latvian Grand Prix, though his third place finish in Valkenswaard earlier in year, and his ability to ride in the sand, plus with the added bonus of Lithuanian fans, will sure give him a boost and it could be that we see the Lithuanian stand tall on the podium for a second time in 2020.

Standing Construct GasGas Factory riders Glenn Coldenhoff and Ivo Monticelli respectively finished 8th and 9th last season, and will be there to do the same again this time around. Monticelli had a consistent ride to finish 10th in both races, while Coldenhoff had a result of P12 and P8.

Another stand-out rider from last year was Jeremy Van Horebeek of Team Honda SR Motoblouz who had a top 5 ride. Having had a strong ride at the last GP in Holland back in March, and plenty of time to prepare for Kegums, we could see Van Horebeek come out swinging.

MXGP Points Standings

  1. Herlings, J.NED KTM 94
  2. Gajser, Tim SLO HON 85
  3. Cairoli, A. ITA KTM 68
  4. Desalle, C. BEL KAW 60
  5. Paulin, G. FRA YAM 58
  6. Coldenhoff, G. NED GAS 56
  7. Jasikonis, A. LTU HUS 53
  8. Prado, Jorge ESP KTM 47
  9. Seewer, Jeremy SUI YAM 42
  10. Van Horebeek, J. BEL HON 39
  11. Evans, M. AUS HON 34
  12. Simpson, Shaun GBR KTM 31
  13. Jonass, Pauls LAT HUS 26
  14. Jacobi, Henry GER YAM 23
  15. Bogers, Brian NED KTM 23


Meanwhile in MX2, the door is open for a brand-new winner in Latvia. In 2019, it was Jorge Prado who won both races 1 and 2, but with the Spaniard moving up and focused on his rookie season in MXGP, the door is open for a new winner.

Red Bull KTM Factory rider Tom Vialle is the current championship leader with the shot of making the podium in Latvia. This season so far, he has finished on the podium in both Great Britain and the Netherlands, going on to take his first GP victory in Valkenswaard of the season earlier this year. With a 7th overall in Kegums last time around, he is more than capable of challenging for the podium and race wins.

Meanwhile his team-mate and MX2 rookie, Rene Hofer has also had a positive start to his campaign. Though he is yet to finish on the podium, he has however finished races within the top 5, with his best race result in Matterley Basin where he crossed the line in P2. Last season Hofer contested in the EMX250 Championship, and at the Latvian round he finished the races in 8th and 6th and this could be similar, if not even better results that we can expect to see from the Austrian this weekend.

A rider that we will no doubt see at the front end of the field, at some point throughout the races, is none other than the Monster Energy Yamaha Factory MX2 rider Jago Geerts. Geerts has showcased his determination this season with some fantastic results, despite finding himself in trouble on several occasions. He was also the winner of the very first GP of the season in Great Britain, with a 4-1 result that saw the Yamaha rider take the red plate and become the early series leader, at the time.

Jago Geerts

I’m really looking forward to restart the MXGP season. It’s been a long time without racing so I think everyone is excited to go back racing again. Latvia is one of my favorite tracks so that’s extra motivation for me. Three rounds in one week will be special. There is not much rest between the races so it will be tough for everyone. The races are now held for one day so that will make it a bit easier, but it still will be heavy. My goal for the GP’s in Latvia is to be consistent and earn as many points possible. I will be happy when I can return home with a couple of podium finishes.”

Last year, the Belgian finished both races behind the MX2 World Champion Jorge Prado, but with Prado now no longer a threat, this leaves the Yamaha rider with the opportunity to add another GP victory to his 2020 stats.

The second Yamaha factory rider, Ben Watson, will also be heading to Latvia with the opportunity of a podium on his mind. Having finished 4th overall last season, 4 points shy of 3rd, this will be another opportunity for Brit to show that he is a real threat for the title this season.

We cannot forget the Rockstar Energy Husqvarna Factory MX2 squad, who have spent the lockdown period much like any other team, working on their weaknesses and making sure they are ready to go when the championship returns.

Going into the season Thomas Kjer Olsen was one of the favourites to challenge for the MX2 title and though his injury got in the way during rounds one and two, with plenty of time for recovery during the lockdown period there is no reason why we couldn’t expect TKO back at the top end of the field. The Dane has a strong track record in Latvia, he finished 3rd overall last season and was the overall winner both in 2018 and 2017, so a victory could be on the cards in 2020 for the Husqvarna rider.

Then there’s the second factory Husqvarna rider, Jed Beaton. The Aussie has been a revelation in the MX2 class. Scoring a second-place moto finish at each of the opening two rounds in Great Britain and the Netherlands, the 22-year-old came agonisingly close to the overall podium at both GPs. Beaton will be looking to challenge for his maiden GP win when the series resumes and is currently ranked third in the MX2 World Championship standings.

Rasmus Jorgensen – Rockstar Energy Husqvarna Factory Racing MX2 Team Manager

The whole team is excited to return to racing this weekend. It’s been a long time with the break, but as a team it’s also allowed us to work on some things, too. Thomas wasn’t really 100% ready for the season starting after breaking his hand during the winter, but he toughed out two decent overall results at rounds one and two. During the downtime he’s been able to have a small surgery and is now 100% ready, which he proved at the Dutch International in Arnhem, where he placed second overall. Jed Beaton decided to remain in Europe during lockdown because we just weren’t sure what was going to happen with international travel. He kept up his off-bike training and when he could ride the FC 250 again, he really focused a lot on improving his starts. Jed had the speed to win at the opening GPs but just needed better starts, which he has dialled in now, so we’re excited to see how he does. He pulled great starts and led laps in Arnhem so he’s really confident heading to Latvia.

Jed Beaton will be looking to challenge for his maiden GP win when the series resumes

F&H Kawasaki Racing Team’s Mikkel Haarup, Roan Van de Moosdijk and Mathys Boisrame have showed strong form this year and though they didn’t have the luckiest home GP in Valkenswaard, the rest of the season is long, and more can be expected from all three riders. Roan Van de Moosdijk was the overall winner in Latvia in 2019 for the EMX250 round, which shows that he is clearly strong on the hard sand and could be a threat this year in MX2.

He is not the only MX2 rider who did well in the EMX250 round in Kegums last season, with Alberto Forato of Team Maddii Racing Husqvarna finishing second overall, just ahead of Jeremy Sydow of Diga Procross GasGas Factory Juniors who occupied the third step of the podium.

Other riders who can impress in Latvia include Bas Vaessen of Hitachi KTM fuelled by Milwaukee who finished 5th overall last year, along with Alvin Ostlund from Team Honda Assomotor and SM Action MX Migliori J1 Racing’s Maxime Renaux who has already one podium to his name in 2020, and could be a real threat in Latvia.

MX2 Championship Top 10

  1. Tom Vialle (FRA, KTM), 87 points
  2. Jago Geerts (BEL, YAM), 82
  3. Jed Beaton (AUS, HUS), 74
  4. Maxime Renaux (FRA, YAM), 61
  5. Rene Hofer (AUT, KTM), 53
  6. Mikkel Haarup (DEN, KAW), 52
  7. Thomas Kjer Olsen (DEN, HUS), 51
  8. Ben Watson (GBR, YAM), 48
  9. Conrad Mewse (GBR, KTM), 48
  10. Jeremy Sydow (GER, GAS), 35

2020 FIM Motocross World Championship Calendar

  • Round 1: 01 Mar MXGP of Great Britain – Matterley Basin
  • Round 2: 08 Mar MXGP of The Netherlands – Valkenswaard
  • Round 3: 09 Aug MXGP of Latvia – Kegums
  • Round 4: 12 Aug MXGP of Riga (LAT) – Kegums
  • Round 5: 16 Aug MXGP of Kegums (LAT) – Kegums
  • Round 6: 06 Sep MXGP of Turkey – Afyonkarahisar
  • Round 7: 16 Sep MXGP of Italy – Faenza
  • Round 8: 20 Sep MXGP of Emilia Romagna (ITA) – Faenza
  • Round 9: 30 Sep MXGP of Città di Mantova – Mantova
  • Round 10: 04 Oct MXGP of Lombardia (ITA) – Mantova
  • Round 11: 11 Oct MXGP of Spain – intu-Xanadú – Arroyomolinos
  • Round 12: 18 Oct MXGP of Flanders (BEL) – Lommel
  • Round 13: 21 Oct MXGP of Limburg (BEL) – Lommel
  • Round 14: 25 Oct MXGP of Lommel (BEL) – Lommel
  • Round 15: 01 Nov MXGP of Trentino (ITA) – Pietramurata
  • Round 16: 22 Nov MXGP of Patagonia Argentina – Neuquen

Source: MCNews.com.au

Jack Miller & Toby Price in motocross duel

As Jack Miller prepares to return to MotoGP racing this weekend, a video has been released of a motocross track showdown with fellow Aussie Toby Price.

It’s like one of those pub questions come to life: “Who would win a motocross race out of Jack Miller and Toby Price?”

The pair both started in motocross at regional tracks, so this showdown is held in Rockhampton.

Jack MillerJack Miller helmet motoGP biushfire appeal

Jack, 25, recently signed with the official Ducati Team for the 2021 MotoGP World Championship.

He won the German IDM 125ccc championship in 2011 and was runner-up in the 2014 Moto3 championship.

The Townsville racer made his MotoGP debut in 2015 at the age of 20 and joined Ducati in 2018 with the Pramac Racing Team, the factory-supported team of the Bologna manufacturer.

He has one MotoGP win to his name and finished last season eighth overall in the standings last year, taking five podiums.

Toby PriceToby Price lead

Toby, 32, is Australia’s first Dakar Rally champion.

He won the gruelling event in 2016 and again in 2019.

Toby also became the first Australian to win the FIM World Cross Country Championship and has scored a record six wins in Australia’s toughest motorcycle rally, the Finke Desert Race.

The motocross race

To find out who won the motocross showdown and claimed the unusual prize, you’ll just have to watch the video.

Source: MotorbikeWriter.com

2021 Honda CRF450R essentially all-new

2021 Honda CRF450R

2021 Honda CRF450R

Every part of the CRF450R is new for 2021, save for wheels and engine, with the comprehensive update benefiting directly from development with Tim Gajser and HRC’s 2019 championship-winning CRF450RW works machine.

The new frame and swingarm, plus changes to geometry and suspension, save weight and greatly improve cornering performance.

The engine receives intake/exhaust upgrades, new decompression system plus single exhaust muffler to boost and smoothen low-mid-range driveability.

A larger hydraulic clutch offers greater control with lighter lever pressure.

More compact plastics and a smaller seat unit increase freedom of movement.

The 2021 Honda CRF450R is expected to hit Australian dealerships around October 2020.

2021 Honda CRF450R

2021 Honda CRF450R at a glance

  • Narrower main spars and new rear sub-frame save weight, drawing on HRC knowhow
  • Narrower swing-arm spars and swing-arm pivot point, with revised swingarm rigidity balance
  • Geometry changes combine with the above to improve cornering ability
  • Re-valved front suspension with an extra 5 mm stroke matched with re-valved rear shock
  • Improved ergonomics from smaller new seat, and more compact, redesigned plastics
  • Larger airbox plus revised throttle body and exhaust ports for bottom-end drive
  • New exhaust downpipe with single muffler boosts torque and saves weight
  • Hydraulic clutch replaces cable operation for consistent and light lever feel
  • Revised decompressor system gives improved stall resistance
  • Honda Selectable Torque Control (HSTC) with 3 riding modes, plus OFF
  • HRC Launch Control offers 3 start options
  • Engine Mode Select Button (EMSB) features 3 maps to adjust output character
  • HSTC button now rationalised into the left-hand switchgear
  • HRC setting tool updated for changes to Aggressive and Smooth modes
  • New triple clamp design
  • Revised air cleaner system
  • Revised fuel pump
  • New decompression weight design
  • New graphics
  • Due October 2020
2021 Honda CRF450R

Honda launch new racer support program

To celebrate the release of the 2021 MX range and most notably the new CRF450R, Honda are excited to announce a brand-new ‘Race Red’ Program. The aim of the new ‘Race Red’ Program is to truly support Honda racing customers through the Honda dealer network, to ensure opportunity is given to those looking to progress in our sport. Access to the program will be based on submission of an application via your local Honda dealer, where you’ll get access if approved, to racing Honda products and an affordable unit to race.

To qualify, the applicant must submit to their local Honda dealer: A copy of your racing licence (MA, state or club based equivalent), and a race resume outlining your upcoming planned race events.

The Honda dealer will then submit this application to Honda and on approval, the rider will collect a new Honda CRF race machine, a Honda Pit Tent and Honda Racing Stand from their dealer and be welcomed into the ‘Race Red’ program.

General Manager of Honda Motorcycles, Mr Tony Hinton anticipates the new program as a way to further support those who have dreams of becoming a future Champion.

“We are pleased to see this program come to life. Racing is Honda’s lifeblood and with this program we are looking to cater to all levels of racing across the country. We have our Penrite Honda Factory Racing Team as a tier 1 level for National Supercross and MX classes, we’ve also got our ‘Ride Red’ program for privateer riders competing in National and State events around the country and now we are proud to roll out a more refined ‘Race Red’ program which looks to support riders at a local and dealer ambassador level of racing. It’s the ideal time to launch the program with our new CRF450R and 2021 MX line up, as we believe these bikes will deliver results to those who want to take the next step with their racing careers. We want to see future Champions on our CRFs.”

For more information on the new ‘Race Red’ program, please contact your local Honda dealer, or visit www.honda.com.au

2021 Honda CRF450R in detail

In 2017 Honda’s CRF450R was given a ground-up redesign, with completely new chassis and a major top end power boost from a brand-new engine.

Standard-fit electric start was a convenient addition in 2018 and, for 2019, an HRC-developed cylinder head upped peak power and torque considerably. HRC launch control was also added along with revised rigidity balance for the frame and swingarm, a new front brake caliper and adjustable-position Renthal Fatbars.

The 2020 CRF450R gained Honda Selectable Torque Control (HSTC), and provided the base for the CRF450RW HRC race machine ridden to the 2019 MX GP World Championship in the expert hands of Tim Gajser. The 2021 Honda CRF450R draws heavily on what he, and HRC, learnt on their long road to overall victory in 2019.

New machine is slimmer by 70mm (50mm on the left, 20mm on the exhaust side), and the plastics thinner, while the tank cover has been removed.

2021 Honda CRF450R Model Overview

For 21YM the CRF450R receives a wide array of improvements and upgrades under a development theme of ‘Razor-sharp Cornering’. Firstly, it’s 2kg lighter, thanks to a revised frame and subframe. The new frame and swingarm’s rigidity balance, combined with tighter chassis geometry, heightened ground clearance and suspension changes, are all targeted at creating optimal cornering performance. Learnings from Tim Gajser’s championship-winning 2019 campaign reduce rider fatigue, allowing enthusiasts of all ability levels to consistently post optimal lap times.

2021 Honda CRF450R

The engine also benefits from HRC’s knowhow to give a strong focus on low- to mid-range torque. The decompressor has been relocated, airbox volume is up, the throttle body redesigned and exhaust ports re-shaped. The exhaust downpipe is new and a single muffler replaces dual mufflers.

A larger-volume hydraulic clutch has an even lighter lever action, while other weight-saving details include a smaller fuel pump and optimised magnesium cylinder head cover. New plastics, too, are lighter and slimmer to aid rider freedom and the seat is a smaller unit, lower at the back. A smart new all-red graphic scheme completes this major update.

2021 Honda CRF450R Chassis

  • Narrower main spars and new rear subframe save weight, drawing on HRC knowhow
  • Narrower swing arm spars and swingarm pivot point, with revised swingarm rigidity balance
  • Geometry changes combine with the above to improve cornering ability
  • Re-valved front suspension with an extra 5mm stroke matched with re-valved rear shock
  • Improved ergonomics from smaller new seat, and more compact, redesigned plastics

The CRF450R’s twin-spar aluminium frame was unchanged in 20YM; for 21YM it is completely renewed – with direct input from the HRC race team – to elevate every aspect of cornering ability.

2021 Honda CRF450R frame

Thanks to narrower main spars, at 8.4kg it weighs 700g less than the previous design, while a redesigned subframe also saves 320g at 910g. The chassis dynamic is also new: while torsional rigidity is maintained, lateral rigidity has been reduced by 20% to increase corner speed, traction and steering accuracy. The aluminium swingarm has a new rigidity balance tuned to match the frame, with narrower arms and pivot point. The Pro-Link ratio is also revised.

2021 Honda CRF450R swing-arm

Both top and bottom yokes are revised, with more flex, for quicker steering and feel. Fully adjustable, the 49mm Showa USD coil spring fork is a version of the Showa ‘factory’ fork supplied to MX race teams in the Japanese championship. With the target of improved, smoother cornering performance, the forks have been revalved, the stroke lengthened by 5mm to 310mm and the axle clamps’ rigidity increased. The Showa rear shock’s main piston valving is enlarged for faster response and improved bump absorption. Its spring also uses the world’s lightest steel – to save 200g.

Fully adjustable, the 49mm Showa USD coil spring fork is a version of the Showa ‘factory’ fork supplied to MX race teams in the Japanese championship

The seat is now shorter, lighter and 10mm lower at the rear, to aid the rider’s freedom of movement. It’s also much easier to remove and install. Maintenance is also easier, as the number of 8mm bolts securing the bodywork goes from 6 to 4 each side. The new machine is also slimmer by 70mm (50mm on the left, 20mm on the exhaust side), and the plastics thinner, while the tank cover has been removed.

2021 Honda CRF450R is slimmer by 70mm and the plastics thinner, while the tank cover has been removed.

Rake and trail are now tighter, 27.1°/114mm (from 27.4°/116mm), and wheelbase marginally shorter 1481mm (1482mm). Ground clearance goes up 8mm to 336mm, and the bottom yoke now sits 6.1mm higher at 928mm. The radius arc from swingarm pivot point to rear wheel spindle increases by 0.9°, to 14.5° while distance between the pivot and front spindle goes up 1.8mm to 914.6mm. Dry weight is 105.8kg, a full 2kg lighter than the previous model.

Dry weight is 105.8kg, a full 2kg lighter than the previous model.

Designed with Computational Flow Dynamics (CFD) for maximum through-flow of air, the radiator shrouds are now constructed from one piece of plastic, rather than two and include a lower vent while the radiator grills are optimised for airflow. Holding 6.3L, the titanium fuel tank has also been redesigned.

Holding 6.3L, the titanium fuel tank has also been redesigned

Standard-fit, lightweight Renthal Fatbar flex for optimal comfort; the top yoke features two handlebar-holder locations for moving the handlebar rearward and forward by 26mm. When the holder is turned 180°, the handlebar can be moved an additional 10mm from the base position, resulting in four unique riding positions. When it comes to weight saving, small contributions accumulate (‘with enough dust, a mountain can form’ as the Japanese saying has it); with that in mind, balanced control cable wiring saves 100g.

2021 Honda CRF450R

Up front, the twin-piston brake caliper employs 30 and 27 mm diameter pistons and 260 mm wave-pattern disc; along with low-expansion rate brake hose it gives both a strong feel and consistent staying power. The single-piston rear caliper is matched to a 240 mm wave-pattern disc.

DID aluminium rims, with directly attached spoke pattern layout are finished in black; the front is a 21 x 1.6 in, the rear a 19 x 2.15 in. The rear wheel is both stronger and lighter for 21YM and now Dunlop’s MX33F/MX33 soft-terrain tyres are fitted as standard equipment.

A striking new all-red graphic treatment complements the 21YM CRF450R’s sharper lines.

2021 Honda CRF450R

2021 Honda CRF450R Engine

  • Larger airbox plus revised throttle body and exhaust ports for bottom-end drive
  • New exhaust downpipe with single muffler boosts torque and saves weight
  • Larger volume hydraulic clutch replaces cable operation for consistent and light lever feel
  • Revised decompressor system gives improved stall resistance
2021 Honda CRF450R engine

Having received a peak power boost of 1.8kW, plus 2Nm more torque and a stronger bottom-end for 19YM, in 20YM development of the 449.7cc four-valve Unicam engine centred around refinements and optimisation of the PGM-FI mapping and HRC Launch Control, plus the addition of Honda Selectable Torque Control. For 21YM the focus – with upgrades derived directly from Tim Gajser’s championship-winning HRC machine – is on drivability in the low to mid-range, and weight saving, further enhancing cornering performance.

More top end power

A significant increase (up to 0.6kW) in peak power above 5,000rpm is accompanied by a stronger low-rpm torque feel, the result of an air box increased in size by 1.8L to 4.1L on the ‘clean’ side. The new air box – which can now be accessed simply with the removal of one side shroud bolt – feeds a redesigned, lighter 46mm throttle body, which optimises intake efficiency and makes active use of latent heat vaporisation in the inlet ports.

injector angle, too has gone from 30° to 60°, spraying fuel all the way back to the butterfly to improve intake efficiency

The injector angle, too has gone from 30° to 60°, spraying fuel all the way back to the butterfly to improve intake efficiency, cooling of the charge and all-important throttle feel. The decompression system is also new: its counterweight is moved from the right of the camshaft to the left, giving more stable operation at low rpm with increased stall-resistance.

Twin exhaust ports: like the CBR1000RR-R Fireblade their exit is oval rather than round in shape for improved efficiency

The biggest change is to the twin exhaust ports: like the CBR1000RR-R Fireblade their exit is oval rather than round in shape for improved efficiency, and the 5.08 kg 2-1-2 exhaust design of the previous model has been replaced by a single 3.84kg downpipe and muffler (which also does away with a heat shield) saving a full 1.24kg. The downpipe also tucks in 74mm closer to the centre line (improving rider ergonomics) while the pressed muffler features twin resonators that reduce noise while boosting power.

The 5.08 kg 2-1-2 exhaust design of the previous model has been replaced by a single 3.84kg downpipe and muffler

One update drawn directly from Gajser’s bike is the addition of a hydraulic clutch. This improves both control and feel at the lever (it’s 10% lighter) as well as delivering consistent lever clearance under arduous riding conditions. The clutch capacity has been increased by 27% with an extra plate – from 7 to 8 – and works with an extra friction spring to maximise power transmission and durability. Slippage has been reduced by 85% at peak power.

One update drawn directly from Gajser’s bike is the addition of a hydraulic clutch

Bore and stroke remains 96 x 62.1 mm with compression ratio of 13.5:1. A gear position sensor allows the use of three specific ignition maps for 1st and 2nd, 3rdand 4th, and 5th.

Rock-solid reliability has always been a big factor in the CRF450R’s success and a 5-hole piston oil jet and dual 12 mm drum scavenge pump manage lubrication.

Saving more precious grams, the magnesium cylinder head cover has been redesigned with thinner material and the fuel pump made smaller – it secures with 4 bolts instead of 6, saves 120g and offers the same pressure and filter life as the previous design.

2021 Honda CRF450R Engine

2021 Honda CRF450R Electronics

  • Honda Selectable Torque Control (HSTC) with 3 riding modes, plus OFF
  • HRC Launch Control offers 3 start options
  • Engine Mode Select Button (EMSB) features 3 maps to adjust output character
  • HSTC button now rationalised into the left-hand switchgear
  • HRC setting tool updated for changes to Aggressive and Smooth modes
2021 Honda CRF450R

The CRF450R gained HSTC in 20YM and the system is unchanged for 21YM. It works to minimise rear wheel spin (thus wasted forward drive) and maximise traction. It doesn’t use a wheel speed sensor, and critically maintains feel at the throttle while managing power; ignition timing is retarded and the PGM-FI controlled when the rate of change of rpm is detected to have gone over a set amount.

The three Modes differ in drive management level for different riding conditions:

  • In Mode 1 the system intervenes most lightly, and after the longest time ­– useful for reducing wheelspin and maintaining control in tight corners.
  • Mode 3 has the system intervene more quickly and strongly, and is therefore useful in more slippery, muddy conditions.
  • Mode 2 naturally offers a mid-point between 1 and 3 in terms of speed and strength of intervention.
2021 Honda CRF450R

An obvious update for 21YM is the rider controls and display switchgear. The Launch Control indicator, EFI warning, EMSB mode button and LED indicator – are sited on the left handlebar, with HSTC button now incorporated.

Pressing and holding the HSTC button for 0.5s will cycle the system to the next mode, with a green LED indication – 1 blink for mode 1, 2 for mode 2 and 3 for mode 3 – to confirm selection.

The HSTC system can also be switched off completely. When the engine is turned on, the system uses the last-selected setting.

HRC Launch Control gives any rider the best option for a strong start and also has 3 modes to choose from:

  • Level 3 – 8,250rpm, muddy conditions/novice
  • Level 2 – 8,500rpm, dry conditions/standard
  • Level 1 – 9,500rpm, dry conditions/expert
2021 Honda CRF450R

Activating HRC Launch Control is easy: to turn on, pull in the clutch and push the Start button on the right. The purple LED will blink once for Level 1 selection. Push the Start button again, for 0.5s or longer, and the LED will blink twice for Level 2. Repeat the process and the LED will blink 3 times, indicating that Level 3 has been chosen.

The Engine Mode Select Button (EMSB) alters the engine’s characteristics and three maps are available to suit riding conditions or rider preference:

  • Mode 1 – Standard
  • Mode 2 – Smooth
  • Mode 3 – Aggressive
2021 Honda CRF450R

The LED also displays mode selected, but with a blue light.

Gaining a 21YM mapping update the HRC Setting Tool can deliver a much more easy-going Smooth mode, with gentler throttle response for novice riders. It can also inject Aggressive mode with a hyper-sensitive throttle reaction and engine response for race conditions.

2021 Honda CRF450R Specifications

  • Engine – 449.7 cc four-stroke single uni-cam
  • Bore x Stroke – 96.0mm x 62.1mm
  • Compression Ratio – 13.5 : 1
  • Induction – EFI
  • Fuel Tank Capacity – 6.3 litres
  • Starting – Electric
  • Clutch – Wet multi-plate hydraulic
  • Frame – Aluminium twin tube
  • Dimensions (L´W´H) – 2,182 x 827 x 1,267mm
  • Wheelbase – 1,481mm
  • Caster Angle – 27.1°
  • Trail – 114mm
  • Seat Height – 965mm
  • Ground Clearance – 336mm
  • Dry Weight – 105.8kg
  • Forks – Showa 49mm USD fork
  • Shock – Showa monoshock Honda Pro-Link
  • Tyres – 80/100-21 (F), 120/80-19 (R)
  • Brakes – 260 mm front, 240 mm rear
  • Available – October 2020

All specifications are provisional and subject to change without notice

2021 Honda CRF450R Images

Source: MCNews.com.au

A short history of the Honda CRF450R

Honda CRF450R

After today showcasing the new 2021 CRF450R (Link) we thought it a great opportunity for a ride back in time with this short history of the CRF450R since its inception in 2002.


The lightest four-stroke motocrosser of its day, the original CRF450R set the stage for years of class-leading performance. Highlighted by Honda’s all-new Unicam engine and an aluminium twin-spar frame, the 2002 model’s early success was due not only to its outright performance, but also to the friendly characteristics that aided riders’ transition from two-strokes. The model made headlines for its plush, well-controlled Showa suspension, establishing from the very beginning a reputation for controllable, agile handling.

  • Unicam engine
  • Aluminium twin-spar frame
  • Lightest production four-stroke MX bike

There were minor changes in both of the following two years, the most noteworthy being the move to a longer shock that sharpened the handling even further in 2003.

2002 Honda CRF450R


The second generation CRF450R had big shoes to fill, and it managed the challenge exceptionally. Centred on a heavily updated engine, the 2005 model impressed with improved top-end power and wider power band. An updated design enhanced the overall look, while subtle revisions to the frame altered the bike’s flex characteristics, enhancing the plush feel for which the first generation had already been well known.

  • Reduced weight
  • New frame with revised flex characteristics
  • Wider powerband
  • HPSD steering damper introduced in 2008

Maintenance intervals for valve adjustments were widened in 2005 thanks to new valve seat material, while 2008 saw the introduction of the HPSD steering damper. Additional changes for 2008 included geometry revisions, clutch updates and a rev-limit increase that combined to further solidify the model’s reputation as a benchmark in its class.

2005 Honda CRF450R


For 2009, Honda engineers challenged themselves to create a CRF450R that was lighter than its predecessor despite adding electronic fuel injection. The result of their efforts was the third-generation CRF450R. Benefitting from an extreme focus on weight reduction and mass centralisation, this all-new model was highlighted by a new twin-spar aluminium frame with multiple design changes, including a repositioned steering head, lower overall height and reworked geometry. These changes combined with an all-new, more compact engine to create a bike that was known both its agile handling and strong responsiveness off the bottom.

  • New, more compact engine
  • Fuel injection
  • New frame with revised geometry
  • KYB AOS fork
2009 Honda CRF450R


With an all-new frame and updated engine, the 2013 CRF450R had a design brief that was focused on improved cornering performance. The result of the redesign was great turn-in performance and more consistent steering through corners. A milestone model for Honda, the 2013 was recognised for its dual-muffler exhaust, new styling and KYB Pneumatic Spring Fork (PSF), which used air pressure to provide spring resistance in place of coil springs.

  • New frame and swingarm
  • New bodywork
  • KYB PSF fork
  • Dual-muffler exhaust

2016 saw Tim Gajser win the MXGP world title for the first time, becoming the youngest MXGP champion ever, at the age of 20.

2013 CRF450R


The design brief of the 2017 CRF450R followed Honda’s new ‘Absolute Holeshot’ ethos. An all-new engine featured a downdraft intake, new compression chamber and finger rocker arm, among other changes aimed at increasing efficiency. A lighter, sixth generation twin-spar aluminium frame was designed with improved traction in mind, featuring a reduction in torsional rigidity. The 2019 model marked a return to coil-spring front suspension; other key changes included a new lighter titanium fuel tank and updated plastics with in-mould graphics.

  • Introduction of ‘Absolute Holeshot’ philosophy
  • New engine with focus on improved acceleration / power
  • Sixth-generation twin-spar aluminium frame
  • 49mm coil-spring Show fork

The CRF450R’s major overhaul was followed up by minor changes in 2018, including updates to the suspension and mapping. In 2019, Honda once again made revisions to the frame, swingarm and shock linkage. Launch control and black D.I.D wheels were added. For the 2020 year model, Honda added Honda Selectable Torque Control (HSTC) to the package.

In professional racing, Team HRC’s Tim Gajser earned his second MXGP World Championship in 2019.

2017 Honda CRF450R

2021 CRF450R

  • Narrower main spars and new rear sub-frame save weight, drawing on HRC knowhow
  • Narrower swing-arm spars and swing-arm pivot point, with revised swingarm rigidity balance
  • Geometry changes combine with the above to improve cornering ability
  • Re-valved front suspension with an extra 5 mm stroke matched with re-valved rear shock
  • Improved ergonomics from smaller new seat, and more compact, redesigned plastics
  • Larger airbox plus revised throttle body and exhaust ports for bottom-end drive
  • New exhaust downpipe with single muffler boosts torque and saves weight
  • Hydraulic clutch replaces cable operation for consistent and light lever feel
  • Revised decompressor system gives improved stall resistance
  • Honda Selectable Torque Control (HSTC) with 3 riding modes, plus OFF
  • HRC Launch Control offers 3 start options
  • Engine Mode Select Button (EMSB) features 3 maps to adjust output character
  • HSTC button now rationalised into the left-hand switchgear
  • HRC setting tool updated for changes to Aggressive and Smooth modes
  • New triple clamp design
  • Revised air cleaner system
  • Revised fuel pump
  • New decompression weight design
  • New graphics
  • Due October 2020
2021 Honda CRF450R

Source: MCNews.com.au

More power and electric start for 2021 KX250

2021 Kawasaki KX250

2021 Kawasaki KX250F

For 2021 Kawasaki’s KX250 gets a new frame and swingarm based on the most recent updates to the KX450 along with further engine improvements that push peak power up by around three per cent and the operational ceiling up by another 350 revs to 14,500 rpm. The KX250 also loses the F suffix from its nomenclature.

The use of coned-disc springs contributes to lighter clutch actuation when the lever has been pulled in, and a wider clutch engagement range

Electric start makes an appearance for the first time on the KX250 and it now also scores the hydraulic clutch set-up from the KX450.

Starting is electric only, via button

Superbike derived DLC finger-followers are struck by high-lift cams actuate 32 mm intake valves and 26.5 mm exhausts which in-turn are fed by enlarged and reprofiled ports.

Like the KX450, the KX250 features a valve train designed by Kawasaki’s World Superbike engineers. Finger-follower valve actuation enables a higher rev limit and more aggressive cam profiles

The exhaust cam timing is retared by three-degrees which contributes to the increased engine performance and the valve springs are stiffer than the previous model.

A short skirt, reinforced external ribs and the use of a bridged-box bottom, featuring internal bracing, contributes to a light, strong piston design. A dry film lubricant coating on the piston skirts reduces friction

A new piston with a dry film lubricant coating swings off a 3 mm longer connecting rod that helps reduce mechanical losses while the cylinder itself if offset forward by 3mm. The crank is lighter and offers less windage.

2021 Kawasaki KX250 engineThe twin-injector set-up continues with the downstream injector timed for response while as revs increase the primary fuelling switches its bias towards the upper injector which is used primarily for top-end power.

2021 Kawasaki KX250F

Different magneto rotors are available to change the inertia of the engine to suit rider preference and track conditions.

Launch Control Mode gives riders an edge when lining up at the start gate.

The lines of the new KX250 are smoother and the seat line flatter than before.

Revised design for the top of the fuel tank top allows an even flatter progression from the seat to the tank. The flatter design gives the rider greater freedom of movement

The standard settings of the suspension have been refined to better absorb bumps and aid traction.

High-performance Kashima Coat KYB 48 mm inverted coil-spring fork handles suspension duties up front. Large-diameter inner tubes enable the use of 25 mm damping pistons, delivering smooth action and firm damping.

A choice of four handlebar positions and two foot-peg mounts allows riders to personally tailor their riding position to suit body size and preference.

The New Uni Trak rear suspension system mounts the suspension arm below the swingarm, allowing a longer rear suspension stroke. The longer stroke in turn allows more precise rear suspension tuning.

Renthal Fatbars are now standard while a new KX450 derived front master cylinder aids braking power and control. The rear disc rotor is now 10 mm smaller than before.

The KX FI Calibration Kit features the handheld KX FI Calibration Controller, which enables riders to adjust engine characteristics (by rewriting actual data maps) to suit their preference. This convenient tool can be used without a PC, simply by plugging into the engine’s ECU.

Add established features such as the option of an accessory KX Fi calibration kit for ultra-fine tuning in addition to the three easy to interchange “tuning plugs” and the KX250 mounts a strong argument for your dollar.

Adjusting engine settings to suit conditions is simple with the KX-style DFI couplers.

On the subject of dollars, the 2021 KX250F will arrive in September with a RRP sticker of $11,499

2021 Kawasaki KX250F

2021 Kawasaki KX250F Specifications

  • Engine – 249 cc four-stroke, four-valve single
  • Bore x Stroke – 78 x 52.2 mm
  • Compression Ratio – 14.1:1
  • Induction – EFI, twin-injector, 44mm throttle body
  • Lubrication – Forced semi-dry sump
  • Gears – Five-speed, hydraulic clutch
  • Fuel capacity – 6.2 litres
  • L x W x H – 2180 x 820 x 1265 mm
  • Wheelbase – 1485 mm
  • Caster / Rake – 28-degrees
  • Trail – 118 mm
  • Seat Height – 950 mm
  • Weight without fuel – 102.9 kg
  • Kerb weight – 107.5 kg
  • Frame – Aluminium perimeter
  • Forks – KYB 48 mm spring, fully-adj’, Kashima Coat
  • Shock – Uni-Trak fully-adj’ including high-low comp’
  • Brakes – 270 mm twin-piston (F), 240 mm (R)
  • Wheel travel – 314 mm (F), 316 mm (R)
  • Tyres – 80/100-21 (F), 100/90-19 (R)
  • Arrives – Aug/Sep 2020
  • Price – $11,499

2021 Kawasaki KX250F Images

Source: MCNews.com.au