Kove 450R First Look

[Hugh Janus]

Based on the fully faired 450RR that was released last year, the 450R uses the same 443cc inline-four engine and a similar chassis. (Kove/)

As Western and Japanese motorcycle manufacturers turn their attentions to R&D on electric motorcycles, hydrogen engines, and other planet-saving technologies under the threat of future bans on fossil-fueled machines, their upstart rivals in China are turning their focus to high-performance combustion engines and rapidly closing the performance and technology gap to the established brands. Kove is among those newcomers, and having already launched a 443cc four-cylinder sportbike, it’s now adding a stripped-down streetfighter version to its range.

Last year we tested the Kove FSE 450R Rally and were impressed. (Jeff Allen/)

The Kove 450RR sportbike hit production a year ago after a rapid development period that saw it launched as a 399cc machine before a last-minute restyling and reengineering to the final 443cc form with a claimed 70 hp at 13,000 rpm, 29 lb.-ft. of peak torque, and a 16,000 rpm redline. Meanwhile Kove has also hit Western markets including the States with its 450 Rally, MX250 motocross machine, and the upcoming 800X adventure bike.

The new 450R is a streetfighter version of the 450RR, sharing the same four-cylinder engine and tubular-steel-trellis frame, which on its own weighs just 15.4 pounds and helps the 450RR to its impressively light 364-pound curb weight. With its fairing stripped away, the new 450R is even lighter, coming in at just under 362 pounds on the scale, though its engine is detuned a bit, dropping peak power to 64.5 hp according to Chinese type-approval documentation.

Kove’s 450RR sportbike. (Kove/)

While the 450RR is offered in two versions—a base model with a 41mm upside-down fork from Chinese brand Yu-an, along with axial-mounted front brakes, or in a higher-spec “Performance” variant with KYB suspension and radial-mount, four-piston calipers—the 450R has so far only been seen with the lower-specification components. As on the 450RR, the brakes are from Chinese manufacturer Taisco (ABS is standard).

Turning a sportbike into an unfaired roadster or streetfighter is a logical step, and one that many manufacturers adopt, but it’s worth noting that Kove’s approach has been more in-depth than simply pulling off the fairing and bolting on some wide bars. While the frame, engine, and suspension are carryover parts, the 450R’s bodywork is completely new, including a different fuel tank design that merges smoothly into two oversize air scoops either side of the fork. These, presumably, feed the airbox to compensate for the loss of the nose-mounted intake of the 450RR, which is claimed to add another 3 hp to the bike’s peak power at high speed.

The seat unit is slightly less extreme than the version used on the 450RR, although still far from luxurious for anyone who wants to catch a lift as a passenger, but the rider is well catered for with relatively wide, high bars and substantially lower footpegs than the 450RR’s race-oriented setup. Up front is a small, masklike nose cowl with heavily hooded LED lights and the same color TFT dash as the 450RR sitting on top, looking rather like an afterthought.

Kawasaki turned some heads when it recently brought the ZX-4RR and ZX-4R to production. Kove apparently feels there is life left in the 400cc four-cylinder sportbike as well. (Kawasaki/)

There’s no obvious rival to the 450R yet. Kawasaki has yet to create a Z400 based on its Ninja ZX-4R, so riders looking for a small-capacity streetfighter are limited to twin-cylinder or single-cylinder offerings from established companies. Even in China, where there’s been an explosion in new four-cylinder bikes over the last year or so, most are in the 600cc to 700cc range rather than competing with Kove in the sub-500cc bracket.

While Kove is bringing several models to export markets, there’s still no word on the 450RR or the 450R becoming available over here. When it comes to pricing, the base version of the 450RR costs the equivalent of $5,000 in China, and the 450R is clearly designed to be slightly less expensive. How would that translate to pricing here? Well, the cheapest version of the Kove 450 Rally costs the equivalent of $6,000 in China but carries an MSRP of $9,299 over here. Meanwhile the top version of the 450 Rally is the equivalent of $10,600 in China and costs $13,999 in the US. Using those prices as a yardstick, the 450R might be expected to cost around $8,000 if it reaches these shores.

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