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Motorcycle News, Editorials, Product Reviews and Bike Reviews

Kawasaki Introducing 451cc Parallel-Twin Powered Eliminator Models

An all-new 2024 Kawasaki model was announced earlier today. The Eliminator is powered by a 451cc parallel-twin engine, which is based on the same motor found in the smaller displacement Ninja 400. The extra displacement comes from a 6.8 mm longer stroke.

There is both a standard Eliminator and an Eliminator SE. These models have interesting ergonomics, which appear to be half way between a feet-forward cruiser and an upright standard motorcycle. An illustration below shows this.

Is the new 451cc engine slated to appear in a new adventure model? Given the popularity of the Adventure category, one has to wonder whether the development costs of this new engine will be shared with a different model or models.

Here is the Kawasaki press release on the Eliminator, followed by a Kawasaki video:

Kawasaki’s all-new Eliminator® motorcycle answers the calls from the streets, with its engine, frame, and suspension designed with rider approachability in mind. The all-new Eliminator will be sure to break convention and let you just ride. 

The Eliminator was built with a timeless design, bringing a sleek and low element to the forefront and making an extremely welcoming motorcycle that can be enjoyed by a wide range of riders. The Eliminator is equipped with a low and comfortable seat and utilizes a lightweight chassis to make this model an ideal riding partner. 

A smooth and strong, 451cc parallel-twin engine and trellis frame were designed with street riding in mind. Combined with its highly capable chassis, comfortable and confidence-inspiring ergonomics and modern technology, the Eliminator will make any ride enjoyable in town or on the highway.


  • ALL-NEW 451cc parallel-twin engine
  • ALL-NEW Relaxed, upright riding position
  • ALL-NEW Lightweight chassis 
  • ALL-NEW Long and low design
  • ALL-NEW Lightweight trellis frame
  • ALL-NEW Twin-shock rear suspension
  • ALL-NEW Round LED headlight
  • ALL-NEW Digital instrumentation
  • ALL-NEW RIDEOLOGY THE APP* smartphone connectivity


The Eliminator’s parallel twin engine utilizes the same platform as the performance-proven Ninja® 400 sportbike but has a 6.8mm longer stroke to increase displacement and help create strong low-end torque, which greatly benefits low-speed rideability and makes for a relaxed, fun  machine

Large 32mm throttle valves provide abundant air flow for strong performance while the oval-shaped valves allow their closed position to sit at an angle, contributing to quicker throttle response. Fine-atomizing injectors aid in overall combustion efficiency and were closely placed near the intake ports to add to a smooth, linear throttle response. 

A large 5.8L airbox ensures optimum intake efficiency and more engine power and the design helps riders hear the engine’s intake noise during acceleration,  while the intake funnels are set at unequal heights to help tune out torque valleys for a smoother throttle response. The downdraft intake tract helps contribute to the engine’s overall performance at higher rpms and eliminates space under the seat to facilitate an easier ground reach. 

A smooth-shifting six-speed transmission covers a wide range of riding conditions and allows for more comfortable cruising on the highway or city streets, while the final gear ratio was selected for a similar feel to some of its Ninja counterparts. The assist and slipper clutch uses the rotational forces of the clutch to force it together during acceleration (assist function) so that fewer and lighter clutch springs can be used for a lighter feel at the lever. During high back torque, such as when too low of gear is selected during downshifting, the slipper function allows some clutch slippage to help prevent rear wheel hop and stalling due to engine lock-up.


Developed with street riding in mind, the 2024 Eliminator features a lightweight trellis frame and was designed using Kawasaki’s advanced dynamic rigidity analysis, resulting in optimum rigidity with minimal weight which significantly contributes to the bike’s low overall curb mass. The long and low frame design keeps the rider’s seat low while maintaining a sporty feel, and the geometry of the chassis was carefully designed to provide light, natural handling to boost rider confidence to give a relaxed feel while riding.

In an effort to reduce weight, a square-tube swingarm construction was used and provides ample rigidity without unnecessary gusseting. A die-cast aluminum swingarm mount plate bolts to the back of the engine for the swingarm pivot shaft, allowing the swingarm to be mounted directly to the engine. Using this method eliminates the need for additional frame cross members for torsional rigidity.  


Keeping with the customary long and low design, the 2024 Eliminator comes with an 18-inch front and 16-inch rear 10-spoke wheels. Measuring in at 130/70-18 up front and 150/80-16 in the rear, the larger-sized tires help provide riding composure while adding to the motorcycle’s striking figure.

 A large 310mm semi-floating petal front brake disc, paired with a balanced actuation dual-piston caliper, provides strong, effective stopping power and a rigid front brake master cylinder helps to eliminate idle stroke for an overall more positive feel. The rear dual-piston caliper with large pistons and 220mm rear petal disc keeps the motorcycle in check in the rear. 

 An anti-lock braking system is featured on select Eliminator models, which features Nissin’s latest compact ABS control unit that can step in and assist with braking under certain conditions.


Rider comfort was kept in mind every step of the way when designing the Eliminator. To help increase rider confidence, the rider is situated in a relaxed riding position, and the lower seat height and scooped design provides moderate hip support for increased rider comfort. 

Wide, flat rubber-mounted handlebars not only add to the authentic Eliminator styling but provide the rider with a wider grip for easier bike control. The footpegs are found in a standard central location land are covered in rubber to add comfort to the rider’s feet and combine hard rubber with hollow centers and hidden counterweights to help reduce vibration in the feet.


The Eliminator is ready to answer the call of the streets with its long and low, elegant design, with a thin fuel tank and horizontal linework found from the head pipe to the heritage-designed tail. A legacy fuel tank design makes the motorcycle unique as it curves to seamlessly flow into the rider’s seat. 

The tail cowl stays true to the original Eliminator design but creates its own unique statement with a slim design that complements the long and low styling and an aggressive slash-cut lower line hints at the motorcycle’s performance potential and sleek appeal.

A round headlight pays homage to the motorcycle’s overall heritage design and features a modern LED lamp with dual high/low beam chambers and position lamps so that the entire headlight appears lit like a traditional incandescent bulb. The tail light is reminiscent of early Eliminator models with its slim, wide design, giving it the perfect street-dominating look.

Keeping the Eliminator’s authenticity but staying with current times, a modern, compact, round-shaped LCD instrument panel was chosen to adorn the front of the motorcycle, fully equipped with a positive LCD screen for high contrast and excellent readability while riding. The display functions include a digital speedometer, digital bar-style tachometer, gear position indicator, clock, odometer, dual trip meters, fuel gauge, remaining fuel range, current and average fuel consumption, coolant temperature, maintenance reminder, smartphone mail and call notices, and Bluetooth® indicator.


Bluetooth® technology built into the instrument panel enables riders to connect to their motorcycle wirelessly. Using RIDEOLOGY THE APP*, a number of instrument functions can be accessed, logged, and reviewed contributing to an enhanced motorcycling experience. The following information can be viewed:

1. Vehicle Info – Information such as fuel gauge, odometer, maintenance schedule, and more can be viewed via the smartphone

2. Riding Log – GPS route information as well as vehicle running information can be logged and viewed via the smartphone

3. Mobile Phone Notices – When a call or email is received by the smartphone, this is indicated on the instrument display 

4. Tuning / General Settings – General instrument display settings such as preferred units, date, date format, and more can be adjusted via the smartphone

The app can also be used when away from the motorcycle. When riding (with the app ON), the bike and smartphone are always connected and riding log data is being recorded by the app. After your ride, the latest riding information is stored by the app and may be viewed on the smartphone. Any changes made via the app while the engine is off, or while out of range, will be implemented as soon as the ignition is turned on and the smartphone is in range with the app ON. 

*RIDEOLOGY THE APP is not intended for use during vehicle operation. Only use RIDEOLOGY THE APP when the vehicle is not being operated and it is safe to do so.


Complementing the Eliminator for 2024 is the addition of the all-new Eliminator SE, helping to further expand the Eliminator line. The Eliminator SE adds several cutting-edge features to the standard model, making it the perfect machine to hit the streets in style. 


  • ALL-NEW Distinct color and graphics
  • ALL-NEW Compact headlight cowl 
  • ALL-NEW Fork boots
  • ALL-NEW USB-C outlet
  • ALL-NEW Seat featuring two-pattern cover


 Standing apart from its brethren, the Eliminator SE comes in a distinct, eye-catching orange color adorned with special graphics that make it pop. The headlight cowl is reminiscent of those found on the original Eliminator SE motorcycles and its cunning mounting method helps add to the compact, stylish design. A convenient USB-C outlet is mounted on the right handlebar, and its waterproof design helps protect it from the elements. Staying in line with the standard seat, the Eliminator SE’s seat keeps the same overall shape but features a two-pattern seat leather and stitching along the top edge.


            Riders can personalize their Eliminator to meet their needs, with numerous Kawasaki Genuine Accessories to choose from, such as: seat cowel, low and high seats, covers, helmet lock, tall windshield, DC power outlet, frame slider kit, radiator trim, and tank pad.


Color: Pearl Robotic White, Pearl Storm Gray

MSRP: $6,649



Color: Pearl Robotic White, Metallic Flat Spark Black

MSRP: $6,949

Availability: Now


Color: Candy Steel Furance Orange / Ebony

MSRP: : $7,249

Availability: Now


  1. Jeff says:

    A Versys 450 would be nice. I’d be seriously looking at it…

  2. Artem says:

    Not a beauty. By the way. Cadillac got third place in hypercar class at Le Mans 24 hours 2023 today.

  3. My2cents says:

    Back in the day a buddy had a 1981 or 82 Suzuki GS400 L, the L designated their cruiser line up of the era ranging from a 250 through 1100 cc. All those cruisers had the same foot peg placement which actually works far better than feet forward for weight distribution and foot control coordination. Stroking out a small displacement engine is the best way to create a more robust torque profile. Good on you Kawasaki.

  4. ABQ says:

    We can always use a bike for people with short inseams. The Vulcan S is another good example. By putting the pegs in the standard position, the Eliminator may be better. A version with the 650 Ninja engine would be welcome.

    • Tank says:

      I agree that the peg position is very important. I owned a few Sportsters for that reason. A 650 would be nice, but this motor should be more than enough for most people. I think this bike is going to be a big hit for Kawasaki.

    • TimC says:

      Actually, it’s very hard to find a bike – at least a sporting one – for people of long inseam as well. Knees bent too far for anyone over, say, 40 is very common.

      • A P says:

        Gee, I rode a 2006 CBR600RR for street and trackdays until I was 63, how was I to know I was too old? I guess at 5’8″ and having owned bikes from a 1965 Suzuki 250 “Hustler” to a 1980 GS1100 and a 1985 VF500F, I was in the physical/experience envelope where my legs weren’t too scrunched and I didn’t mind being on tip-toe at the stop lights.

        Joking aside, the inseam “issue” for sport bikes is real, to get ground clearance the seat height is typically over 30″ and similarly, the pegs are high/back. So sportbikes were never aimed at the more sedentary or the very short.

        But the CBR600 has a very special place in my riding history, a very precise and capable bike that felt like an extension of my body. Until you get that union with your bike, you are riding ON it, not riding it.

        • Lynchenstein says:

          I’m in my 50s have a 32″ inseam and I find that just about any bike is uncomfortable after a few hours. My trusty 5th Gen VFR is a literal pain after about 45 minutes. My knees are the main complainant, though my wrists and shoulders also voice their displeasure. Either it’s lots of Advil, or I go for shorter rides. I told myself that I’d never buy an OldWing, but maybe I’m starting to understand the appeal.

  5. jimmihaffa says:

    This is not my personal style of bike so I’ll refrain from too much negative commentary. My main gripe is that when I saw the “Eliminator” name revived under the Kawasaki brand I was frothing at the lip in anticipation of the dragster layout of the original ZL900 Eliminator with a ZH2 motor. Instead we get a Hondaish putt-putter with hideous styling cues. Now back to our regularly scheduled program.

    • TimC says:

      It’s a sad branding joke. The original competed with the V-Max. And look what Yamaha did when it did the second version of THAT.

  6. patdep says:

    look a bit like the royal enfield super meteor 650

  7. Anonymous says:

    I like these mid-displacement bikes. My other bike is a CB500X.
    I’d guess the new Eliminator at about 50-ish horsepower which is plenty but do we really need smartphone mail and call notification?

  8. joe b says:

    Kawasaki seems to have a group of stylists, engineers, that seem to be able to make better bikes. This is a nice example of this mid sized bike group, that is welcomed by many. There are so many models to choose from these days, I’m not a Kawasaki fan, but I like this bike.

  9. Dave says:

    Another compelling mid-displacement (700+ cc is not mid-displacement), economical bike. Not my kind of bike but I can imagine a lot of new riders really liking it. It’s stylish and sensible and I welcome it.

    451cc, eh? How long until the Ninja/Z goes bigger? Like others, I really thing a GPz or a Z-rs version of something like this would be really cool.

    • Stuki Moi says:

      I don’t think the revvy Ninja/Z will get this longer stroke engine. But a Versys 450 can’t be far off……. It’s likely the reason why the Versys 300 never got the 400 “upgrade.”

      A Versys 450 should be a great bike.

  10. Jim Cox says:

    I like it, just the ticket for us old timers needing something “standard”, lower and lighter.

  11. Mick says:

    The manufacturers seem pretty eager to entice young folks to ride motorcycles. I wonder if it is going to work.

    I think what they are overlooking are the dirt bikers. People who already buy and ride motorcycles. I was one such young person back in the day. I held my nose and bought a street bike in my late twenties because a bunch of my friends were buying them. Then, as now, I go to dealership and see dirt bikes and Flintstone tech image mobiles. Except now days they shower a bunch of electronic gadgets on the Bedrock blasters in an attempt to enhance what is still a really crude piece of equipment.

    I have been watching pretty closely. Not once have I seen a single attempt by the street bike industry to make a street bike that a someone who grew up on dirt bikes doesn’t think is some kind of phoned in outsourced collection of substandard parts that has been given some phony image and an ad campaign.

    In all this time these companies who actually make dirt bikes haven’t given the dirt bike guys a crack at making a street bike. To this day, most of my dirt bike buddies don’t have street bikes. Most of us who do joke about how poorly conceived they are.

    There is a large untapped market of motorcyclists who don’t get in to street biking simply because there is not one bike in this ocean of image equipment that a dirt biker can recognize as a quality piece of compelling equipment.

    I bought my last new street bike off the showroom floor in 1994. Seven years after I bought my first one. I bought a total of three. Since 1994 I have bought a new dirt bike about every five of six years. Want me to buy a new street bike? I’d love to. Build one. Just exactly like you would a dirt bike. Except that I want at least two cylinders, 80 to 90hp and less, hopefully a lot less, than 350 pounds of wet weight. 325 pounds is still crazy heavy. But the street bike industry has proven their incompetence. So I will spot them another 25 pounds of wiggle room.

    A new dirt bike now days is about $10K. I’ll give you another $5K for the extra cylinder. I think that’s being very reasonable. Unfortunately that $15K will languish in some bank account until long after I am dead. That won’t be my fault. I’d gladly spend it.

    • Dave says:

      The only way you’re getting 2x cylinders under 350lbs is an Aprilia RVX. From everything I’ve heard, the KTM’s single is a better engine in almost every way.

      The KTM Duke 690 is the bike that you say you want. It is truly the dirt-biker’s street bike. For all your posts about this I cannot believe you haven’t put your money where your mouth is and bought one.

      • ORT says:

        Dave, I think the KTM Duke 690 is still too heavy for Mick’s preferences. Whatever they may be.


        • todd says:

          Yeah, my 2018 690 Duke clearly missed the mark; I’ve weighed it (with gas) at 329 lb (4 too much) and only 75 hp (5 hp shy of the requirements) and only one cylinder – total failure on KTM’s marketing department. Don’t they know that dirt bikers like multi-cylindered bikes?!?

          • Scott says:

            I’d rather see wet weight be based on 1 gallon of gas rather than a full tank (the way honda does it) so bikes with undersized tanks don’t automatically have an advantage.

      • Mick says:

        I have a 650 single Dave. It might only make about 60hp. But it weighs 285 pounds and has Ohlins suspension. I don’t need another single. Gaze upon my 650 and you would agree that my money occasionally does go where my mouth is. Last year it bought the last Hypermotard that is not ride by wire (2012 SP Corse), because that is a non-starter for me. And guess what. It is a 90ish horsepower bike that is about the lightest bike in it’s class, because it is also air cooled. Go figure.

        I thought the RXV was poorly executed. I was eager to see either someone else’s take on it or perhaps a V2.0. Motorcycle engine power output has come quite a ways since the RXV came out. And it did indeed exist, over a decade ago. At least Dave isn’t trying to tell me that it cannot be done. Good on ya Dave.

        • Stuki Moi says:

          Difference is: The latest LC4 didn’t vibrate……

          It’s likely a completely inefficient means of generating (reliable and affordable) power, compared to a smaller twin. But it’s a glorious street engine, and bike, for those who prefer that sort of thing.

          Based on Ninja/z 400 vs Honda 500; Kawis will be lighter and “sportier.” It might not meet some arbitrary numbers requirements, but I’m pretty sure it will be a pretty darned nice ride, for those who like it light.

    • Tom R says:

      Sigh…another memoir from Mick.

      • TimC says:

        LOL I saw the wall of text then who then scrolled and saw this and LOL’d but kind of joylessly

  12. badChad says:

    I kind of like it. It looks much better to me than the Vulcan S. And I agree, take your politics out of here.

  13. I like it a lot. I honestly think it is bad ass little motorcycle for what its intended purposes. Motorcycling is all about having fun and this little machine looks like it will put on a lot of smiles per mile.

    I agree with the first comment: How about a simple “standard” like we used to get “back in the day”?

    One of the coolest standards I ever saw was the Kawasaki Zephyr 550 – that was way back in time though. I guess the market wants streetfighters now aka Z400 ABS.

  14. Tank says:

    I’m 68 and I really like this bike. I don’t need 100hp or a top speed of 150 mph. I hate feet forward position. I hope they sell a bunch.

  15. Well…that’s ugly. How about a simple “standard” like we used to get “back in the day”?

  16. GT08 says:

    Not my style. But good to see Kawasaki making new bike. Maybe the new Concours and ZRX are coming back in a couple off month ??? And what about a GPZ return ?
    To ”ORT” This is a motorcycle site, please keep off political comment or we send you J. Trudeau !

    • ORT says:

      “GT08”? It ain’t “politics” my friend, it is a life and some are hell bent on taking it from us. Motorcycling is a part of my life now for well over 5 decades.

      Oh…And I am so sorry for Canada. Trudeau is a cuckwad of the worst kind. Just like Newsom. They are evile twiins.

      Like you I hope Kawasaki continues to pay tribute to itself with a new GPz and/or ELR along with a new Connie that looks the part and is affordable with ABS, CC and more. And a 7.4 gallon (US) tank.


      • Motoman says:

        “It is my God Given Right to do whatever I want regardless of how it affects others because I have been doing it for well over 5 decades. ORT”.

        I have been riding for over 5 decades too. Your words are very telling. Those who resist change because “it has always been that way” are delusional and dangerous.

      • TimC says:

        A guy I think I could hang with had a phrase I kinda liked. He’d smoke a bowl then go, “you know, frens, if you get right down to it, where we go one, we go all.”

        I didn’t really ever fully grok what he was on about, but I liked the style.

      • Tom K. says:

        ORT, has there ever been a street bike with 7.4 gallons standard?

        I like this Eliminator, I remember lobbying for one in recent threads, but was hoping more for one with a 600cc Ninja motor. If I remember correctly, the original Eliminator “only” dyno’d at about 80hp, but it was torquey with low gearing, which made it a stoplight stomper. This one’s styling is a bit off the original, but certainly not “bad”. I personally hope they sell a boatload of them. With respect to political comments, all I have to say is, “AuH2O”.

    • Anonymous says:

      A GPZ return. That’s what I’m talking about. Thi owned a 1981 GPZ

    • Anonymous says:

      A GPZ return. That’s what I’m talking about. I sure miss my GPZ 550. Great bike

    • Anonymous says:

      A GPZ rea GPZ return. That’s what I’m talking about. I really miss my GPZ 550. great bike overall turn. That’s what I’m talking about. I sure miss my GPZ 550. Great bike

  17. ORT says:

    Same size tank as the gorgeous Royal Enfield 350 Classic (with tubeless for me!) which gets approximately 85 mpg. Couple that with the tank’s capacity and you have a range of up to 289 miles.

    The Kawasaki is nice looking in its own way and pays homage to its own history of style. If it gets 55 mpg (which one hopes it can) its range would be up to 187 miles. The tank should be bigger but these companies rarely listen to those that ride further than a 100 miles in a day.

    Dirck you are correct in that an “Adventure” model should come to fruition with this motor. I would hope they include a minimum 5 gallon tank and tubeless spoke wheels (the latter for those that are expert level sAdventure Riders who can change a tube out in the dark with only their teeth as tools!).

    But this Eliminator is no “Illiminator” and should do well for Kawasaki given the rising cost of fuel (screw the current bAdministration!) and a motor this size should deliver very good mpg.

    I wish Kawasaki success with this new model.


    • Bob says:

      You are a small person, with a small view of the world. Shame you waste your time bringing it here.

    • Grumpy Farmer says:

      It’s all relative ORT. When I was 17 riding my XL250, if I wanted to go see my gal I had to scrounge up $1.50 for fuel, didn’t always make it. Now I flash my card, blow in 30 bucks worth without giving it a thought. Same gal by the way.

      • ORT says:

        Thanks GF! And congratulation on her!

        And Bob? Your nom de plume fits you, S.N.A.G.


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