In recent years, motorcycles like the 2021 Kawasaki KLX300 have become increasingly more popular, not only due to its small displacement, but also because it gives riders the versatility of having a mount that’s street legal while being able to handle duties in the dirt without being too intimidating. The KLX update couldn’t come at a better time for folks interested in dual-sport motorcycles. In a world ravaged by COVID-induced change, motorcycling – particularly the off-road segment – has enjoyed a welcome surge of interest for those looking for a new way to fill their time while still maintaining a safe distance from their fellow humans. 

The off-road, adventure, and dual-sport segments have been showing growth even before the world was tossed into a tailspin by the pandemic. It’s human nature to want to explore the unknown and dual-sport motorcycles provide the best mix of off-road capability and on-road legality. 

Not only has the KLX received a boost in displacement, Kawasaki also brought a new model to the line with the 2021 KLX300SM. Made up of most of the same components, the 300SM focuses on street performance with choice revisions to make it an excellent runabout that is a bushel of fun on the tightest of twisty roads, but more on that another time. For now, let us focus on the KLX300 dual-sport.

What’s new with the KLX300?

For those familiar with Kawasaki’s dual-sport line, the KLX namesake is a familiar one. Sure, certain models have gone on sabbatical throughout the years, but some iteration has been around since 1979 when the three letters were first used to denote Kawi’s trail bikes back in the day. The 2021 KLX300 should remind you a lot of the outgoing 250 because it is basically the same motorcycle. The boost in displacement is essentially the only real change, but it’s a change that makes an obvious improvement in performance. 

Stepping up from the 250 to 300 – 292cc, to be exact – we now see the KLX300 using the same power plant from the KLX300R that we reviewed last May. The increase in displacement was achieved by widening the bore 6mm to 78mm. Stroke remains the same at 61.2mm. The more aggressive cam profiles of the 300R engine lend a quick-revving nature while the larger displacement and 14/40 final gearing give the KLX300 a decent punch of low-end torque that’s helpful both off-road and around town. That’s not to say that you won’t see the LCD speedometer start to fall flat should you find yourself heading up a long gradual climb, but it gets to 70 mph and stays there without issue. Top speed registered on flat ground was 83 while a face-melting 87 mph was indicated heading downhill. 

Electric start and fuel injection help ease the learning curve for new riders and are a welcome nicety to anyone who’s spent time without. Kawi tells us the KLX’s cold-blooded nature has been addressed which was apparent on our cool morning start as the bike had no issue firing right up and settling into idle confidently. More than a few riders experienced weak battery issues during our ride caused by leaving the key on at stops, mind you those stops weren’t very long and I hadn’t experienced this issue in other settings. Hopefully, this little niggle was confined to our group of test motorcycles. 

Let’s not forget the one other area aside from graphics that has changed: MSRP. Starting at $5,599 in Kawasaki green, the KLX300 can also be had in Fragment Camo Gray for an extra $200. The hip camo bike also comes blacked out from its swingarm and frame to fork and wheels, giving the murdered out look that the cool kids crave. I did happen to notice that the camo option seemed to scratch easily under my knee braces leaving white scuffs under the graphics. 

Other than that, the KLX is largely the same as the model it replaces. We still have 10.1 inches of suspension travel from the 43mm inverted fork with 16-way adjustable compression damping. The Uni-Trak linkage-type rear suspension has 9.1 inches of travel and is 20-way adjustable for compression and 30-way adjustable for rebound while also offering pre-load adjustment. All of that ends up giving the rider just over 10 inches of ground clearance, though the larger the rider, the less you’ll end up with once geared up and cruising down the trail. Seat height may be an issue for those short of inseam at 35.2 inches, but the light weight and slim hips of the motorcycle make it less intimidating than the numbers on the specsheet would suggest. Kawasaki claims 302 pounds full of juice. 

A 21/18 wheel combo gives riders dozens of options for tire choice, though the Dunlop D605s equipped from the factory provide pretty great traction off-road without feeling ponderous on asphalt. Single rotors front and rear are used with a 250mm disc up front gripped by a dual-piston caliper and a 240mm one in the back squeezed by a single-piston caliper. Initial bite on both can feel a bit touchy if I’m nitpicking, but I try not to because braking power is perfectly adequate for a machine with this amount of power. 

KLX250 riders around the ‘net report anywhere from 50-70 mpg with their bikes so expect somewhere between 100-140 miles of range out of the KLX300’s two-gallon tank as well. This is, of course, as always dependent on the heft of your wrist.

Versatility at a (low) price

As mentioned up top, dual-sport bikes provide a nearly unparalleled level of versatility. Arguably more than any other segment in motorcycling. It is of course, always a trade-off. Adventure bikes are comfortable for touring and can deliver pretty great performance on-road and off. It’s only once you get far to either end of the spectrum that you find their weaknesses on the trail or trying to keep up with your peers on sporty machines (the rider makes the biggest difference here most of the time). Dual-sport motorcycles are much the same.

The KLX300 isn’t a surprising motorcycle. It does exactly what you expect it to and it does it well. The motor is tractable for riding off-road and delivers power in a totally unintimidating way that anyone could be comfortable with. Having adjustable suspension at this price rarely happens and opens the door to a larger swath of riders to feel comfortable on the machine. It’s not rewriting the books on suspension performance, but like the brakes mentioned earlier, it does the job and offers adjustability where many others don’t. For larger riders, it will feel under sprung and for smaller, the opposite, but being able to adjust damping settings will at least help riders get closer to optimum settings before they have to consider swapping springs. 

That said, at stock settings, the bike kept itself tracking straight through whoops sections and gobbled up rocks like a Cadillac. I did bottom both ends under more extreme conditions and managed to whack the bottom of the tiny skid plate, but overall, I think the stock setup is commendable. 

At 5’8” I didn’t have an issue with seat height or riding whilst sat, but when standing off-road I found myself wishing the bars were higher. Some handlebar risers should take care of that easily, though. The footpegs are somewhat small, but I didn’t have much issue during our day of trail and street riding. The slimness of the entire bike and relatively low weight made it an easy machine to maneuver through anything we threw at it – also for when the inevitable happens and you need to pick it up. 

All in a day’s ride

Our morning started off brisk. Layers were donned, and then more layers, and probably a buff or two. We took off out of town and jumped on the nearest freeway to transport ourselves to more tranquil and serene surroundings.

On the freeway, the bike gets up to speed with ease, not necessarily quick, but not too slow either. Cruising at 75 isn’t difficult for the KLX300 and it still had a little more to give with me on board. Once we came to a long gradual uphill though, the speedo slowly began to give up miles, settling in around 70 or just under. I was happy to end our short freeway stint, mostly because it was chilly, the bike felt pretty smooth at speed, not busy like one might expect.

Scooting through small towns and backroads on the KLX300 began to illustrate the motorcycle’s intended use. Even the Dunlop D605s held their own on twisty bits of tarmac without squirming much. We peeled off onto a gravel road and kept on truckin’. Small rocky trails on either side of the road offered fun, quick excursions. At speed, trying to traverse bumpy terrain without slowing probably isn’t wise, as you will run out of clearance and suspension travel, but slow things down and you’ll be rewarded with a plush, comfortable ride.

Later in the day, when we got to poke around an OHV park, the motor’s torque was adequate in most conditions, and as long as momentum was maintained, tackling short climbs or long reasonably steep ones was relatively effortless. 

The suspension again showcased its plushness over trails lined with softball to grapefruit-sized rocks and kept tracking straight without deflecting. Again, check your speed and you’ll be fine. If you start trying to hammer through the aforementioned sections or slamming through whoops, you’ll find the bike’s limits quickly.

Keeping a slower pace also allows you to “stop and smell the roses” or in our case while in northern California, listen to the frogs croak in the creek beds and enjoy the cool morning as the sun sifts through gnarled tree branches as you snake between green hills alongside moss-covered boulders continuing down dirt roads. Exploring just to explore and knowing that you probably won’t get yourself in over your head too easily. 

At the end of the trail

For families looking for a bike to share whether its to use around town or around a farm, the KLX300 should be an easy bike to keep in the garage. Not to mention that its dirtbike-style setup means it’ll take a lickin’ and keep on kickin’. Servicing the machine should be a cinch as well and easy for those new to maintaining motorcycles. 

Having a day out riding trails with your friends and exploring is what it’s all about, and being able to run errands around town when you’re not is what makes the KLX300 attractive to many. Our own E-i-C, Brasfield is planning to ride one alongside his daughter as she learns to ride a small dirtbike. It will be a great learning experience for both of them (stay tuned for that heartwarming story). Just another scenario that Kawasaki’s KLX300 is perfectly suited to. 

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The 2021 Kawasaki KX250X is essentially the same motorcycle as the ‘21 KX250(F) with a few necessary changes to convert the motocrosser to an off-road racing machine. That’s not a bad thing by any means, particularly because the KX250F just received a major overhaul this year. Since this “new” model marks Kawasaki’s focus on off-road racing – a genre it has had major success in in the past – we couldn’t wait to get our hands on this latest model. 

Way back in the middle of 2019, we tested Honda and Yamaha’s cross-country 250s – both of which are also heavily based on their corresponding motocross models. These off-road machines are not only weapons for off-road racing, but also exciting performance-focused trail bikes. Now that Kawasaki has a new entry into the XC segment, we were excited to see how the KX250X would stack up to others in the field. 

What turns an F into an X?

In Kawasaki’s eyes, not a lot. Just the essentials. The changes consist of a 21/18-inch wheel combo (instead of the standard 21/19 for motocrossers) which is fitted with off-road specific rubber, revised suspension, an extra tooth on the rear sprocket, a plastic skid plate and rear rotor guard, and a handy, convenient side stand for when you can’t find anything to lean your bike against. 

The KX250X’s 21/18-inch wheel combo is wrapped in Dunlop’s standard off-road rubber – the Geomax AT81. These tires are developed specifically for use in off-road environments which can require a more rugged tire as well as extra sidewall height. This acts as the motorcycle’s first line of suspension when the rubber meets the trail. The extra sidewall height commonly found on 18-inch tires helps an off-road motorcycle to be more compliant by offering more flex than a lower profile MX-style tire. 

Kawasaki is in its second year of using KYB suspension on its KX250, and we see the same components used on the X model. Adjustments have been made to soften up the suspension, with the 48mm coil-spring fork going one spring rate softer (4.7 N/mm) and getting dedicated valving. The shock uses the same Uni-Trak rear suspension link as well as spring rate at 54N/mm, although valving is said to be tuned for off-road environments. The KYB shock features a 50mm shock body and 16mm shaft. Kashima coatings are used on both ends for durability. 

The 51-tooth rear sprocket helps the 250X feel torquier and is more resistant to stalling when riding through technical slower terrain. The KX250X retains the close-ratio five-speed gearbox from the motocross model. 

Other than the aforementioned, Kawi finished the X off with a plastic skid plate fitted between the lower frame rails, a plastic guard for the water pump and rear rotor, and a kickstand. While the plastic bits are actually more robust than one might initially think, it’s probably best to replace them before bashing your way through a boulder field. 

2021 KX250 Platform

We’d be doing Kawasaki a disservice if we didn’t discuss the fairly substantial overhaul that the bike received for 2021. At Motorcycle.com, we haven’t historically covered bikes of the off-road or MX persuasion, at least not thoroughly and consecutively due to the fact that all of the other guys around here are scared to get their boots dirty. We don’t have a review of the ‘21 motocrosser to link to, so I’ll include below the list of items that culminate in a thoroughly revised motorcycle for the 2021 model year.

The 250 motor received updates in 2017 as well as revisions in 2020. The 2021 motor continues the trend with a number of new features. First off – and most importantly to some – Kawasaki’s 250 finally joins the rest of the class with the magic button powered by a lightweight lithium-ion battery. Starting is also made easy by the automatic centrifugal decompression system on the exhaust cam which lifts one of the exhaust valves when starting. 

With the addition of lighter finger-follower valve actuation in 2020, Kawasaki has continued to increase power output with the latest model while also increasing the rev-limit to 14,500. The engine features a 14.1:1 compression ratio with a 78mm bore and 52.2mm stroke. Titanium intake (32mm) and exhaust (26.5mm) valves are used, adding lightness to the system. DLC coatings protect against wear.

The cylinder itself is offset 3mm forward, while plateau honing on the bore results in a smooth surface with good oil retention. A downdraft intake design is used to efficiently pull in air while the 44mm throttle body aids in high-rpm performance. 

The new hydraulic clutch system uses a single coned-disc spring rather than the traditional multi coil spring system. Kawasaki tells us this contributes to lighter clutch actuation while also providing better heat dissipation, reducing clutch fade. Revised clutch plates and materials also aid in heat resistance as well as reducing drag when the clutch is pulled in. 

The KX250 also comes with three couplers that can be used to change the fuel map. Black, green, and white couplers represent the least to most aggressive maps in that order. Should you pop for the accessory KX FI Calibration kit, you can further alter those map settings to your liking.

Moving on to the chassis, the KX250 uses a KX450-derived frame with small changes to better suit it to the KX250. The lightweight aluminum perimeter frame is constructed from extruded, forged, and cast pieces. This is said to offer the right balance of frame rigidity to deliver light handling and traction. The swingarm also borrows heavily from the 450 design. 

As mentioned before, KYB suspension is used throughout with specific settings for the motocross and XC models. 

Braking supplies the petal-type discs with a 270mm rotor up front and a 240mm in the rear. Nissin handles the rest of the braking responsibilities with the two-piston front caliper and single-piston rear unit as well as fore and aft master cylinders. 

Adjustable ergonomics can be found throughout including a four-position adjustable 1-⅛-inch Renthal Fatbar and two-position adjustable footpegs. The flatter design at the top of the fuel tank allows riders to more easily move as far forward as they wish, unencumbered. Adding to the slim feeling of the bike overall are the single-piece radiator shrouds which help keep the motorcycle as narrow as possible. 

The X Factor

Back to the KX250X. So, what’s it like to ride? Thrilling. Exciting. Titillating. Generally, a lot of fun. Really, the KX250X has all of its motocross sibling’s tendencies and brings with it the necessary accouterment for off-road racing – except handguards (sigh). The changes Kawasaki made to the KX250 are the first things folks looking to race GNCCs or WORCs are going to do – and for only $100 over the KX250’s MSRP. It would cost plenty more than that to make the modifications yourself.

Are you going to have to start dumping cash into it once you get it off of the showroom floor? I certainly don’t think so. Unless maybe you’re racing near the top of your class in the previously mentioned series or are abnormally big or small. 

I spent three days in the middle of the CA desert living in a wigwam doing nothing but peyote and riding the KX250X with no human interaction of any kind. I shat in foxholes, hunted jackrabbits for sustenance, and blasted through the desert fully nude atop the green motorcycle. It seemed like a fitting way to say farewell to the raging dumpster fire that was 2020 while welcoming the warmth from 2021’s nearly instant spontaneous combustion.  

After those days of back-to-back testing in everything from tight technical rock crawling to flowing singletrack and high-speed sand washes, I came away slightly surprised by how well the Kawi handled everything. I expected the power to be too abrupt in rocky technical bits and the suspension too harsh. That wasn’t the case at all. Did I have to modulate the clutch more than the 2-stroke enduro in my garage? Yes. Did the suspension ever feel harsh? Not really. 

The KYB suspension on the X model handled everything I forced it over exceedingly well. Aside from setting the sag, I left the fork and shock at its factory settings. After all, suspension settings for off-road riding – particularly in the California desert – will always be a compromise. If you plan to ride through 50% rocks and 50% sand, then you’ll want to have your suspension settings dialed right in the middle. That said, if you ride a certain type of terrain or live/ride in an area with more consistent terrain, the KYB units offer plenty of adjustability to get you dialed in. It seemed the faster I went (with my moderate skill level), the better the KYB units worked. Kawasaki did a great job finding that “goldilocks” setting. 

There are three different couplers that come with the bike to change the fuel map. The 250X that I picked up from Kawasaki had the green (standard) coupler installed and again, for the mixture of riding I did, it was nearly perfect. Off the showroom floor, the black coupler will be installed on the X. I didn’t have the chance to test the black (mild) or white (wild) maps, but found the green to provide enough throttle response in sand while not being too abrupt in the rocks. 

Even during slower technical sections that required more clutch work, the hydraulic unit was easy to modulate and fatigue never crossed my mind (or left hand), nor did I have any clutch fade due to excessive use. The clutch’s strong precise engagement also made lofting the front wheel, pivot turns, etc. effortless. The 51-tooth rear sprocket also helped in these scenarios.

Ergos for 5-foot 8-inch me worked well in the factory settings with the handlebar in the closer position and the footpegs in the higher position. Larger or more particular riders can move the handlebar further forward and footpegs slightly forward and lower. The bike feels very menuevarable and slim. Weighing in at 240 lbs wet, it’s also easy to manhandle, should you need to. 

The brakes are strong and provide good feel. For those who like a softer lever, I would say the KX250X definitely errs on the stiff side, but this is my preference. So, I felt really comfortable with the front and rear brake power and feel overall. 

There are just a few downsides that I found with the KX250X. First is the fuel tank. The Kawasaki – unlike the equivalent Honda and Yamaha – brings with it the same 1.64-gallon fuel tank as the MXer. If you find yourself racing long distance or for hours on end, a larger tank will be an essential upgrade. Equally essential, would be handguards – as is evident by the amount of thorns embedded in my knuckles. 

My only other minor complaint is the close-ratio five-speed gearbox. My complaint here isn’t with how the system works as much as with where I live. The extra tooth on the rear sprocket combined with the close-ratio tranny means the bike not only pulls hard AF when you’re in the meat of the power curve, but also that you flip through the gears pretty quickly in open sections. Folks back east and those riding tighter tracks or trails likely won’t have any issues with this set up, but in the wide open west, the 250X runs out of steam quicker than I would like.

Typically, with XC machines we see these models getting updates a year or so after the motocrosser gets an overhaul. With Kawasaki’s new X model coming out the same year as the KX250’s overhaul, we get all the latest and greatest updates right out of the gate. I would say the KX250X falls right in between the Honda and Yamaha in terms of character, which means it could be right in the sweet spot for many riders. 

The first dirtbike I had in California was a 2009 Kawasaki KX250F with all of the modifications plus some (extra flywheel weight) – that Kawasaki has included with the 250X. Now, riders interested in Kawasaki have a ready-made bike from Team Green that’s race-ready (except handguards) off of the showroom floor. Like its motocross model, the KX250X is poised to dominate the category. We’ll have to see for ourselves how things shake out down the trail. 

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Remember back in the good ol’ days of 2019 when we were gathering en masse, kissin’ hands and shakin’ babies? I do. Well, way back in September of last year MO had the opportunity to test three new Kawasaki motorcycles: the street-legal KLX230, and the off-road only KLX230R and KLX300R. Shortly after, as is usually the case, my reviews went live on Motorcycle.com to tell you all about the KLX230 and KLX230R. Why wasn’t the KLX300R included? Because I was only able to spend a third of one day riding it and honestly, I believed it deserved a more thorough test because it really is a compelling motorcycle for what I think could be a large audience, and at the low price of $5,499, it becomes even moreso.

It’s been a while since Kawasaki had a 300cc trail bike. So long in fact, that some newer riders may not be aware of its long run and popularity in the 1990s through the early 2000s. As interest in trail bikes began to wane and the popularity of sportbikes increased, Kawasaki all but abandoned its off-road lineup, leaving only smaller displacement models like the KLX110 and 140 in production.

Now that trail bikes, dual-sports, and all sorts of off-road motorcycles are some of the only categories on two wheels seeing an uptick in sales, it makes sense that Kawi would jump back into the game and the 300 is back to lead the KLX-R model range.

Nice Package

If you remember the KLX300R from the early aughts, you likely note the similarities of the engine, frame, and overall specs. That’s not necessarily a bad thing. The KLX300R has had a long reputation of being a solid platform and now, it’s kind of in a category of one when considering the market. For those outgrowing bikes like the Honda CRF230, Yamaha TT-R230, or Kawasaki’s own KLX230R, the KLX300R makes total sense for a trail bike that offers better performance and more power without being the least bit intimidating. For street riders interested in riding off-road, again, a fantastic option that will be easy for dirt noobs to hop on and feel comfortable from the first push of that fantastic electric start button. Even experienced riders will come away with an appreciation of what the KLX300R is capable of.

Back to that magic button. The 2020 Kawasaki KLX300R boasts electric start and fuel injection – both things that make living with, riding, and maintaining the new 300 nearly effortless. The 292cc DOHC Single delivers predictable and progressive power across its mid-range and is able to tractor up obstacles fairly easily – within reason. The 34mm throttle body responsible for the bike’s fuel injection is very well metered and incredibly smooth at the throttle. Thumb the starter button and the bike fires up immediately without hesitation and instantly falls into a quiet steady idle.

Ergonomically, the bike feels pretty well-suited for 5-foot 8-inch me. The handlebar is four-position adjustable to help dial in the rider triangle for all sorts of rider preferences and sizes. The footpeg to seat ratio feels spot on and transitioning from sitting to standing feels totally natural. The front fairings shrouding the 2.1-gallon fuel tank and radiators aren’t too wide either, allowing the rider to scoot up easily on the bike when trying to get weight onto the front wheel. It’s only the rather tall tank that will inhibit forward movement. The grippy flat seat also allows for plenty of movement aft as well. The 36.4-inch seat height sounds more intimidating than it actually is, as the shock settles a fair amount once mounted. My 30-inch inseam had no issue getting both boots on level ground.

The six-speed transmission feels nice and precise and clutch pull at the lever is light and unlikely to cause fatigue for most riders. The one issue I found here wasn’t with the transmission or clutch itself, but rather with the distance between the shift lever and the rather small dated-looking footpegs (probably leftovers from the ’90s). The distance between the two constantly caused accidental upshifts or downshifts which, naturally, came at the most inopportune times. Not only was the distance an issue, but the entire lever is far enough away from the engine that even if you’re not pressing the end of the lever with your toe, you’re likely to hit the lever further back with the inside of your boot. With size 10 motocross boots, I feel I’m probably in the average range for most riders so this is likely to be an issue for a lot of people. A new gearshift lever would be the second aftermarket purchase I would make, after addressing the lack of OE-equipped handguards.

Newer riders, intermediate riders, and folks that are content with cruising will be happy with the KLX300R’s KYB 43mm USD fork (adjustable for compression) and gas-charged piggyback linkage-type shock (adjustable for preload, rebound, and compression), both delivering 11.2 inches of travel. Experienced riders who typically find themselves on slower technical trails will also likely be content with the stock suspenders, though will probably tweak the shock’s settings. Bottoming resistance is also commendable, so long as you’re not hucking it at the motocross track. It’s only once the pace really picks up that the stock suspension starts to feel overwhelmed, otherwise, it delivers a comfy, cushy ride.

The relatively short 56.5-inch wheelbase makes the bike easy to maneuver around on tight trails and the 21/18-inch wheel combo keeps the KLX300R compliant over obstacle-strewn terrain. The Dunlop MX52s also provide great traction, although I’ve noticed they don’t tend to last long in rocky desert environments. At a measured 288 pounds full of liquids, the new 300 isn’t too heavy, but if you’ve been riding lighter bikes (maybe a one with a couple less strokes) and you tip over on this one, you’ll be reminded it isn’t the lightest either. The two-piston caliper paired with a single 270mm disc up front does a great job of getting things slowed down while the rear single-piston caliper gives good modulation at the lever and is plenty powerful to stop its 240mm rotor. The front brake lever also offers some adjustment.

The bike’s plastics look entirely modern and shroud the other not-so-modern bits. I dig the choice to use the green/black/gold throwback graphics which are also found on the latest KX models. They give the bike a little extra character.

All in all, the 2020 Kawasaki KLX300R is a great bike. It never feels overly fast or intimidating, but it can handle technical trails, two-trackers, and single track all day. If all-out performance isn’t what you’re looking for, or if you’re new to riding off-road and/or want a bike that won’t break the bank, the resurgence of Kawi’s KLX300R is an indomitable choice. I mean, come on, for $5,499 everyone should have one in their garage.

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With all-new model announcements and major revisions and upgrades to already great machines from various manufacturers so far, the 2019 new off-road model season has yet to disappoint, and has delivered good news to pique just about any rider’s interests. The latest manufacturer to pull the veils off of what they’ve been cooking up is from the folks at Kawasaki, and their biggest news comes in the form of an all-new completely-redesigned 2019 KX450.

It would probably be easier to list what Kawasaki hasn’t changed, but to give you an idea, this is biggest update the KX450 has got since its introduction in 2006. Also, notice that it’s lost the ‘F’ as well. Now in its fifth generation, the 2019 features an all-new chassis, frame, swingarm and bodywork. Also brand new is its redesigned inside-and-out engine, hydraulic clutch (first Japanese manufacturer to do this – kudos, Kawasaki), suspension componentry and… electric start! Anyone who’s watched any motocross or supercross in the past couple of years knows Eli Tomac has been kicking some serious ass on his KX450, so we know some pretty sweet upgrades will have trickled down from everything Kawasaki’s Factory Racing Teams have learned over the years – including from its road-racing teams, too! More on that below.

For those looking for bikes that breathe a little less fire than the premier class 450, the KX250 (again, no ‘F’) as well as the two-stroke KX100, KX85 and KX65 are back for 2019. And for those looking for even more trail-friendly, low maintenance and easy-to-ride off-road bikes, the KLX line has multiple model variations to fit every rider, including the little ones. Scroll down for all the new tech and in depth innovations Kawasaki is offering us for 2019.

Kawasaki:

Kawasaki Introduces All-New KX450

The Kawasaki KX lineup has an unmatched history of success and has paved the path to championships for the motocross heroes of today, while continuing to serve as the ultimate tool for the future stars of tomorrow. The KX family is the most dominant motocross and supercross brand of motorcycle available today, led by its flagship model the KX450. The all-new 2019 KX450 weighs in at 232.4 lbs without fuel while boasting a powerful engine, nimble handling, and technologically advanced features that are derived directly from the motorcycles used by Kawasaki’s factory race team. All-new features for 2019 include a new lightweight, more powerful engine, new slimmer aluminum frame, new Showa coil spring front forks with A-KIT technology, new hydraulic clutch and new electric start system.

The KX450 motorcycle is the bike that builds champions. Kawasaki racers also receive the benefit of the industry-leading Team Green support network that can be found trackside at events across the nation. The Kawasaki KX450 is notorious for asserting its championship proven dominance across the world.

ENGINE

• NEW Kawasaki’s first electric start motocross bike
• NEW hydraulic clutch
• NEW finger-follower valve train designed by Kawasaki’s World Superbike engineers
• NEW aggressive cam profiles
• NEW larger intake and exhaust valves
• NEW lightweight bridged-box piston
• NEW thinner air cleaner element
• NEW downdraft-style intake routing
• NEW longer exhaust header pipe
• NEW larger 44 mm throttle body
• NEW change drum and shift fork reduce weight
• NEW plain bearings for the connecting rod big-end
• NEW compact fuel pump

The engine of the KX450 has always been strong, and the lightweight engine package is even stronger in 2019 thanks to the input from the factory race team. The four-stroke, single cylinder, DOHC, water-cooled 449 cc engine has increased peak power and a flatter torque curve that makes it easier to get on the gas sooner.

New for 2019, the KX450 becomes Kawasaki’s first motocross bike with an electric start, which is activated by the push of a button located on the handlebar near the right grip making starting easy and convenient. A lightweight, compact Li-ion battery helps keep weight down, as does an automatic centrifugal decompression system fitted to the exhaust cam, which lifts one exhaust valve to facilitate starting.

In addition to an electric start, the KX450 also becomes Kawasaki’s first motocross bike equipped with a hydraulic clutch. The new clutch offers a more direct feel and an easier pull for lighter lever action, helping to reduce fatigue while on the racetrack. The hydraulic clutch is designed to provide a more consistent feeling through minimal change in clutch play as the clutch heats up during heavy use.

Kawasaki brought top-level road racing technology to the KX450 valve train, using designs from Kawasaki World Superbike engineers. It uses finger-follower valve actuation, enabling larger-diameter valves and more aggressive cam profiles. Thanks to the finger-follower valve actuation, the rev-limit has been raised, contributing to increased high-rpm performance. The change to finger-follower valve actuation reduces the valve train mass and friction compared to a tappet-style valve actuation. A DLC coating on the finger followers helps protect against wear.

Complementing more aggressive cams, larger 40 mm intake valves and 33 mm exhaust valves with increased lift help air flow and contribute to increased power. Valves are formed from lightweight titanium, reducing reciprocating weight and offering high-rpm reliability. Chromium steel valve spring retainers and a highly durable chromium nitride coating on the camshafts improve reliability at high-rpm. The lightweight bridged-box piston uses the same design as the Monster Energy® Kawasaki race team’s factory race bikes, contributing to strong performance throughout the entire rpm range. The revised piston design reduces weight and optimizes strength for durability.

The cylinder is offset 8.5 mm forward to reduce mechanical loss through friction from the piston movement, enabling more efficient power generation. A special coating used on the intake port cores during the casting process make ports ultra-smooth, which increases efficiency and performance throughout the rpm range.

The new header pipe length has been increased by 105 mm to match the updated engine package and improves low-end power. A resonator chamber fitted to the exhaust system header effectively increases exhaust pipe length and helps reduce the decibel sound level. A new thinner air cleaner element improves air flow, contributing to increased performance at all rpm. New downdraft-style intake routing allows an even straighter approach for intake air into the cylinder, improving cylinder-filling efficiency and contributing to increased engine power. The new 44 mm throttle body is now larger and features reversed orientation of the butterfly for better fuel atomization from the top mounted injector. A new fine atomizing, 12-hole injector now sprays 75 micron droplets and flows over 20 percent more fuel to contribute to increased power, smooth power delivery and superb engine response at partial throttle.

A close-ratio five-speed transmission features lightweight gears and shafts to keep weight down, yet retain strength, while contributing to the motorcycle’s winning performance. Revisions have been made to the shift drum and shift fork, resulting in a weight savings. The engine cases, which feature a scavenger pump on the right case, have been constructed of extremely light materials and are designed to meet the highest standards of durability. A change from needle bearings to plain bearings for the connecting rod big-end reduces mechanical loss, contributing to overall performance.

The new lightweight fuel pump is located in the plastic fuel tank and has a revised design that is more compact, enabling a flatter design for the top of the tank.

DFI® COUPLERS

• NEW Ability to adjust mapping while engine is running

Contributing to the race-winning engine characteristics, the digital fuel injection system of the KX450 features a coupler package that has set the industry standard. Each KX450 motorcycle comes standard with three different couplers, easily allowing riders to select pre-programmed fuel injection and ignition mapping to suit their riding style or track conditions. The four-pin DFI® couplers select maps that are designed for standard, hard or soft terrain settings. Changing the engine map is as simple as connecting the coupler cap of choice. For riders looking to fine tune their ECU settings, the KX FI Calibration Kit (Handheld) is offered as a Kawasaki Genuine Accessory, and provides access to the fully programmable ECU. The handheld device eliminates the need for a trackside laptop and gives riders the ability to create custom maps for precise adjustment of fuel and ignition settings. The user-friendly device can store up to seven preset maps and is PC-compatible. For 2019, maps can now be changed while the engine is running by changing couplers, eliminating the need to shut off the engine.

LAUNCH CONTROL

The launch control system of the KX450 motorcycle is a favorite for riders who are focused on getting to the first turn ahead of their competition. The push-button activation retards ignition timing in first and second gear, helping maximize traction and put the bike’s potent power to the ground. Once the rider shifts into third gear, normal ignition mapping immediately resumes and full power is restored.

CHASSIS

• NEW slimmer aluminum perimeter frame
• NEW engine used as a stressed member for rigidity balance
• NEW swingarm with revised rigidity to match the main frame

Kawasaki’s engineering team has worked closely with the factory racing team to develop an industry-leading slim aluminum perimeter frame that is capable of providing precise cornering through excellent front-end feel and the ultimate agility at high speeds. As an evolution of the current design, the new frame boasts increased overall rigidity balance. The frame’s lightweight construction is composed of forged, extruded and cast parts, while the engine is used as a stressed member and adds to the frames rigidity balance. The overall rigidity balance has been increased through a new steering head area with optimized rigidity, main frame rails with revised cross-section, and a revised line for the swingarm brackets. Lower frame rails have been widened and also contribute to the bikes overall rigidity balance. Forged chain adjusters are also equipped with a self-locking rear axle nut. The axle nut holds 80 lb-ft torque without the need of a cotter pin, simplifying maintenance at the track.

The KX450 motorcycle also features a new lightweight swingarm that has revised rigidity and was designed to match the frame, and contributes to increased traction at the rear wheel. The alloy swingarm is constructed of a cast front section and twin tapered hydro-formed spars in a raw aluminum finish. With center of gravity and balanced handling in mind, engineers carefully placed the dimension of the swingarm pivot, output sprocket, and rear axle locations, so that the rear tire would drive the bike forward.

SUSPENSION & BRAKES

• NEW Showa 49 mm coil spring fork with A-KIT technology
• NEW revised linkage ratios
• NEW rear shock layout and Uni-Trak® rear suspension
• NEW front brake master cylinder
• NEW larger 250 mm rear disc
• NEW rear brake master cylinder and hose
• NEW larger-diameter 22 mm front axle

For 2019, the KX450 motorcycle is equipped with new high-performance Showa 49 mm coil spring front forks with A-KIT technology, which feature large diameter inner tubes that are the same size as those found on Kawasaki’s factory racing team’s bikes and enable the use of large damping pistons for smooth action and firm damping. A hard titanium coating on the outer surface of the fork inner tubes helps prevent wear abrasion. The increased surface hardness of the dark navy blue coating also helps to prevent scratches and damage to the tubes. As a result of the surface remaining smoother for a longer period, the reduction of friction creates a smoother and more enjoyable ride. A Showa “Dimplush” finish process plus Kashima Coat creates a micro-dimpled surface on the inner walls of the outer fork tubes to improve oil retention, and helps prevent wear abrasion on the inside of the tubes, ensuring the sliding surfaces remain smooth for a long time, while the outside is protected against corrosion. The A-KIT technology used in valving, surface treatments and finishes, contributes to noticeably smoother suspension action at the initial part of the stroke and a better ride feel. Incredibly precise personalized settings can be found with 16-position compression and 16-position rebound adjustments.

On the rear suspension, a new Kawasaki Uni-Trak® linkage system is designed to work in conjunction with the new shock, new aluminum frame and new swingarm. The linkage, which is mounted below the swingarm, allows for a longer rear suspension stroke and allows more precise rear suspension tuning. The linkage ratios have been revised to help keep the rear wheel planted for increased traction. The Showa shock layout has been shifted 5 mm to the right to allow room for the new downdraft-style engine intake and increases rear wheel traction. The new Showa Compact Design rear shock has A-KIT technology with bigger diameter compression adjuster, improving damping on the high frequency movements found on today’s motocross tracks. Dual compression adjustability can be found on the rear shock, allowing high-speed and low-speed damping to be adjusted separately. The fully adjustable shock allows for settings to be personalized for riding preference and conditions.

An oversized 270 mm, petal-shaped front brake rotor from the renowned manufacturer, Braking, is fitted to keep up with the powerful engine of the KX450 and help riders brake harder and later than the competition. The front brake master cylinder has been revised and offers better initial control, while contributing to overall braking performance and consistency. The rear is equipped with a new larger-diameter 250 mm petal-shaped Braking® rotor that matches the large front disc and contributes to stronger stopping power. The rear brake master cylinder and hose have been revised to reduce weight.

Derived from Kawasaki’s factory racing efforts, front-end traction has been improved thanks to a new larger-diameter 22 mm front axle shaft. Dunlop MX3S tires contribute to increased front and rear traction.

ADJUSTABILITY

• NEW lighter and wider footpegs

Kawasaki continues its unmatched commitment towards providing riders with class-leading ERGO-FIT comfort thanks to its adjustable handlebar mounting system and footpegs to fit a variety of riders and riding styles. The handlebars feature four-way adjustable mounts. The multi-position handlebars offer two mounting holes with 35 mm of adjustability, and the 180-degree offset clamps boast four individual settings to suit different size riders. The new lighter footpegs are 5 mm wider and positioned 3 mm further rearward, offering excellent grip and making it easier to weight the pegs. The footpegs feature dual-position mounting points, with a lower position that reduces the standard setting by an additional 5 mm. The lower position effectively lowers the center of gravity when standing, and reduces knee angle when taller riders are seated.

BODYWORK & SEAT

• NEW bodywork designed to facilitate rider movement
• NEW slimmer single piece radiator shrouds
• NEW flatter and lower fuel tank
• NEW smooth engine covers

Complementing its championship proven technology, the 2019 KX450 motorcycle features aggressive styling along with in-mold graphics on the radiator shrouds that result in an ultra-smooth surface and racy look needed to finish at the top of its class. The sleek bodywork has been molded to match the V-mounted radiators and narrow chassis design. The flatter fuel tank design allows the tip of the seat to be 20 mm lower and gives the rider greater freedom of movement when changing riding position, and facilitates sitting farther forward.

Each piece of bodywork has been designed to help facilitate rider movement with long, smooth surfaces that make it easy to slide back and forth. New single piece shrouds are slimmer where they come to contact with the rider’s legs and are easier to hold on to. Seams between the shrouds, seat, and side covers are nearly flush in order to increase bike control as well as moving around on the motorcycle.

Adding to the distinctive Kawasaki factory race team look is a green oil cap, generator cover plugs, green alumite suspension adjusters, and black alumite wheels. Engine covers were designed to be smooth in order to not impede rider movement.

The 2019 Kawasaki KX450 motorcycle can easily be made to suit a large range of riders thanks to its flat seat design, adjustable handlebar and footpegs and adjustable suspension components. This perfectly complements the wide range of damping settings as well as the DFI couplers and optional handheld KX FI Calibration Kit, allowing the rider to find the ideal engine characteristics to suit a particular track or conditions. While the base settings on the KX450 motorcycle are based on extensive testing and racing, the motorcycle provides a huge range of technology and adjustment to help ensure every rider can experience the incredible ability of this extremely capable motocross bike.

CONTINGENCY

Kawasaki Team Green Racing Contingency for 2019 supercross, motocross, and off-road racing are set to be announced and include the all-new KX450. Highlights of the contingency program include increased payouts in off-road racing and more privateer support in both supercross and motocross.

Color: Lime Green

MSRP: $9,299

Availability: Now

2019 KAWASAKI KX MOTOCROSS LINEUP

THE BIKES THAT BUILD CHAMPIONS

The Kawasaki KX motocross lineup is ingrained with a long list of successes that has stemmed from building champions since the start. The entire lineup returns for 2019 with models to build future champions.

The Kawasaki Team Green racing team has been the dominant force in amateur racing for more than 35 years, providing contingency and trackside support to racers. As a result, Kawasaki has relied on the aspiring young stars to provide input and to help develop winning products across its lineup.

KAWASAKI KX250

The dominating Kawasaki KX250 motorcycle returns for 2019. Tuned to best suit race-experienced riders, the 249cc liquid-cooled, 4-stroke single’s wide power-band focuses on high-rpm performance that extends way into the over-rev. The slim chassis design contributes to light, nimble handling. The flat seat makes it easy for riders to shift their weight, offering a high level of riding freedom.

The KX250 is built with race-winning components to help Kawasaki riders get to the top step of the podium. From the showroom to the racetrack, the performance of Kawasaki’s KX family of motorcycles is proof of its engineering pedigree. It truly is the Bike that Builds Champions.

Color: Lime Green

MSRP: $7,749

Availability: Now

KAWASAKI KX100

Despite its smaller stature, the powerful 99cc two-stroke engine in the KX100 motorcycle resembles the jaw dropping “big bike” look of its larger KX counterparts, while maintaining its ability to outperform the competition. Designed using the same championship winning technology as Kawasaki’s full-size motocross models, an adjustable handlebar mounting system allows for riders to place themselves in the best ride position. Backed by winning performance from Kawasaki Team Green, the KX100 has been a natural step for the riders who are looking to make the transition from the 85cc class to a full-size motocross bike.

Color: Lime Green

MSRP: $4,599

Availability: Now

KAWASAKI KX85

The KX85 motorcycle defines a “big bike in a small package” and has been strategically developed to meet the standards of youth racers searching for the upper hand over the competition. Embedded with the performance and winning technology of the KX lineup, the KX85 relies on its instantaneous power, nimble handling, and factory-race inspired styling to reach the checkered flag first.

The two-stroke, single cylinder 85cc engine is equipped with the highly advanced KIPS® powervalve system that generates an easy-to-use wide-spread powerband. Championship performance requires power and reliability, which is exactly why the KX85 stands above the competition.

Color: Lime Green

MSRP: $4,349

Availability: Now

KAWASAKI KX65

The KX65 is the most compact 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 starting off in racing. Featuring a six-speed transmission, race-ready engine, strong stopping power, and superb handling, the KX65 grooms champions.

Its liquid-cooled, two-stroke 65cc engine and light weight chassis delivers strong controllable power and exceptional handling that is 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.

Color: Lime Green

MSRP: $3,699

Availability: Now

2019 KAWASAKI KLX® MODEL RANGE

KAWASAKI’S OFF ROAD FAMILY RETURNS

The Kawasaki KLX® family of off-road motorcycles are widely popular for their low maintenance, easy-to-ride character, and incredible capabilities while on trails. The five models consist of two engine configurations and are built to suit a variety of riders.

The KLX®140 motorcycle is available in three model variations, and is designed to provide a natural terrain experience with memories to last a lifetime. The powerful 144cc, 4-stroke, air-cooled, single-cylinder engine features an electric starter and keyless ignition. Its broad and smooth high-revving 144cc engine utilizes a manual clutch and 5-speed transmission to offer an efficient and user-friendly feel. The KLX140 uses a 17” front and 14” rear wheel, while the mid-sized KLX140L motorcycle is equipped with a 19” front and 16” rear wheels to accommodate taller riders, providing extra ground clearance on the KLX140L. The KLX140G comes equipped with full-size off-road wheels and tires, using a 21” front and 18” rear.

There’s no better motorcycle than the KLX®110 for a new rider who is looking to experience dirt for the first time. A high-tensile steel frame, 30mm telescopic fork, and single rear shock provide easy handling and maximum longevity. It also incorporates an automatic centrifugal clutch system that allows easy take off and shifting through the gears, helping the rider maintain focus on the terrain and to make the most of the 112cc single-cylinder, 4-stroke engine. The bigger KLX®110L motorcycle has a taller seat height (28.7” compared to 26.8” for the KLX110), longer suspension travel and an extra 1.9” of ground clearance.

Model Variations

KAWASAKI KLX^®140

Color: Lime Green

MSRP: $3,099

Availability: Now

KAWASAKI KLX^®140L

Color: Lime Green

MSRP: $3,399

Availability: Now

KAWASAKI KLX^®140G

Color: Lime Green

MSRP: $3,699

Availability: Now

KAWASAKI KLX® 110

Color: Lime Green

MSRP: $2,299

Availability: Now

KAWASAKI KLX® 110L

Color: Lime Green

MSRP: $2,499

Availability: Now

The post 2019 Kawasaki Off-Road Model Lineup First Look appeared first on Dirt Bikes.

To prepare for the 2018 All-Japan Motocross season, Kawasaki’s factory team took part in some regional races on a redesigned KX450F-SR, the race bike that will form the basis for the production KX450F. Traditionally, the Japanese manufacturers debut their new models in the All-Japan series before following up with a production model that will be used in most other national and international motocross series such as AMA Motocross and Supercross and the FIM MXGP.

Here’s the new KX450F-SR (click on the Tweet to view a larger version of the pictures):

And for comparison, here is the the 2018 KX450F below:

Before we get to into this, let’s observe some caveats: the KX450F-SR is a pre-production race bike, so some of the details you’ll see will not carry over to the KX450F. Components such as suspension, chains, and exhausts may differ from the production model. The engine, chassis and bodywork, however, will be similar to the production version, so that’s where we’ll focus our attention.

At first glance, it’s clear that the engine is new. The cylinder appears slimmer and the cylinder head is significantly larger. On the right side, the new F-SR is missing a kickstarter. Where the kickstarter used to attach, Kawasaki has relocated the oil fill plug (identifiable by the bright green cap).

In case you need further proof the engine is new, the California Air Resources Board has issued a red sticker certification document for a 2019 KX450F, noting the engine family name is “KX450J”. That last letter is significant as it is changed with every engine update. The current (2016-2018) KX450F has been certified with the engine code “KX450H” (the letter is changed in alphabetical order, but skips “I” because it can be confused with a one or a lower-case “L”). The engine preceeding that was identified as “KX450F” (2012-2015), and before that came the “KX450E” (2009-2011) which introduced fuel injection to the line.

Other changes we can see include a flatter seat, a new swingarm and a revised frame. We can’t get a clear look at the rear subframe but we expect some differences there as well.

Kawasaki typically releases information about its motocross lineup in early June so we expect to hear an official announcement about the 2019 KX450F around then. We’ll have the latest here on Dirtbikes.com as it becomes available.

The post New Kawasaki KX450F Coming for 2019 appeared first on Dirt Bikes.

Foothill Ranch, Calif. (October 4, 2017)–The San Diego Automotive Museum unveiled their “No Roads Required” exhibit on September 22nd that features a diverse lineup of Kawasaki motorcycles over it’s 50 year heritage in the USA. The exhibit features eight historical Kawasaki off-road motorcycles on loan from Kawasaki’s Heritage Hall Museum.

Family, friends and race fans will have the opportunity to get up, close and personal with Kawasaki KX motorcycles from Kawasaki’s decades of racing success, including 2017 AMA Pro Motocross Champion Eli Tomac’s Monster Energy Kawasaki KX450F.

The following Kawasaki KX and non-KX motorcycles will be on display through January 2018 at the San Diego Automotive Museum.

1. 1973 F11m 250cc Motocrosser
2. 1978 KX80 Pre-Production – Frame No.12
3. 1995 KX500 Baja 1000
4. 2000 KX80 – James Stewart Team Green Championship bike
5. 2000 KX250 – Ricky Carmichael AMA Motocross National Championship race bike
6. 2004 KX125 – James Stewart AMA Motocross Championship race bike
7. 2017 KX450 – Eli Tomac AMA Pro Motocross Championship race bike
8. Ninja® H2R Hybrid – Ricky Gadson Drag Race bike

The San Diego Automotive Museum is located at 2080 Pan American Plaza in San Diego and is open daily from 10:00 am until 5:00 pm.

For more information, visit https://www.sdautomuseum.org.

The post Kawasaki KX Heritage Goes on Display at San Diego Automotive Museum appeared first on Dirt Bikes.

Most notable is the announcement that Martin Davalos will return to the Monster Energy/Pro Circuit/Kawasaki team to race in the 250cc class. Davalos had ridden a few rounds of the 2017 Lucas Oil Pro Motocross Championship aboard a 450cc machine for his former Rockstar Energy Husqvarna Factory Racing team. Davalos finished on the podium during that stint, so his return to the 250cc class is somewhat of a surprise.

Here is the official press release from Kawasaki:

Foothill Ranch, Calif. (October 1, 2017)–After earning the AMA Motocross Manufacturer of the Year Award for the second consecutive time, Monster Energy® Kawasaki will have a team of familiar faces looking to continue their winning ways in 2018. Kawasaki had a successful year in Monster Energy AMA Supercross and AMA Pro Motocross in both classes, accruing two championships and 24 event wins, a dominating 41% of the total number of events. For 2018 the Monster Energy Kawasaki roster will feature Eli Tomac and Josh Grant with plans to place both of their KX450F motorcycles on the podium.

“Looking into 2018, we have a great team on and off the track,” said Monster Energy Kawasaki Senior Manager, Dan Fahie. “All of our riders have won races and I believe this year will be no different. I’m looking forward to the new season and the success that lies ahead.”

Fresh off of winning the 450MX Championship, Tomac is looking forward to continuing working with the team and keeping the momentum going for the Monster Energy Cup into the upcoming year. After a few weeks off, Tomac will return to the gate in Las Vegas on October 14th donning the No. 1 plate and look to defend his 2016 Monster Energy Cup Championship. Marking his third year with the team, Tomac relentlessly proves to be a top contender in the premier class after his substantial success in 2017. Along with the Pro Motocross Championship Tomac added nine moto wins in motocross and nine main event wins in supercross to his impressive résumé, and earned an overall podium at MXGP of USA.

Grant finished the supercross season in the top 10, confirming he is still a strong contender after 10 years in the premier class. After a solid start to the motocross season with multiple podium finishes, Grant was forced to end his season early after only competing in six rounds due to injury. Grant has since recovered and has been putting in laps as he prepares to join his teammate on the line at the Monster Energy Cup.

Returning to the Monster Energy/Pro Circuit/Kawasaki race team for 2018 aboard their KX250F motorcycles are Adam Cianciarulo, Joey Savatgy and Austin Forkner. The team also welcomes the return of Martin Davalos to compete in the 250 class. Davalos last competed for Pro Circuit in 2014 where he captured two main event wins and brings over 10 years of experience in the AMA to round out the four-rider roster of championship contenders. The young crew consistently proves they are a force to be reckoned with based on the multiple feats they accomplished this year. The Monster Energy/Pro Circuit/Kawasaki team secured the 2017 250SX West Region Championship, marking the 30th AMA championship plate they have hung on the door of their race transporter.

“We have a great team for the 2018 season,” said Mitch Payton, Pro Circuit owner. “I am looking forward to watching our riders and helping them reach their full potential. I have high expectations for them and know they will all do well each weekend.”

The 2018 Monster Energy AMA Supercross, an FIM Championship drops the gate on Saturday, January 5th, 2018 at Angels Stadium in Anaheim, California.

The post Monster Energy Kawasaki Announces 2018 Factory Team appeared first on Dirt Bikes.

The 34mm Keihin Digital Fuel Injection (DFI) system has been in use on the KLX250 in other parts of the world for a few years now, but the U.S. version now has the same Keihin 34mm system with its ultra-fine atomizing 10-hole injector to replace the 34mm CVK carburetor that has been on U.S.-spec KLX250 models for years. The system is claimed to increase fuel efficiency, improve starting in a variety of conditions and offer better performance and throttle response with a smoother engine character.

That’s a good thing, as there is arguably little else that the KLX250 needs in the way of performance upgrades. Its stone reliable DOHC, four-valve, 249cc engine already boasts a free-revving, linear feel thanks to its 72.0mm bore and 61.2mm stroke and lightweight piston, piston pin and connecting rod. It starts easily as well, thanks to its convenient electric starter and Kawasaki Automatic Compression Release (KACR), the latter automatically lifting an exhaust valve during engine cranking to allow the engine to spin easy by bleeding off some of the engine’s 11.0:1 compression when the starter button is thumbed. The KLX250 has proven to be durable as well, thanks to its electro-fusion cylinder, which is claimed to offer superior heat transfer and less weight, hold lubrication well and resist abrasion and seizure while allowing Kawasaki engineers to set a tight piston-to-cylinder clearance for increased horsepower.

The KLX250S also features a gear-driven engine balancer and an all-stainless steel exhaust system, with a honeycomb catalyzer located in the muffler. The net effect is smooth and quiet engine performance throughout the rev range.

Power is transmitted through a six-speed transmission and manual clutch. Kawasaki engineers have revised the KLX250’s shift drum to ensure that the gears engage with a firmer feel than in the past.

The KLX250S engine rides low in a box- and tubular-section high-tensile steel perimeter frame. A 26.5-degree caster angle and short, 56.3-inch wheelbase contribute to its quick handling nature. Straight-line stability comes from a combination of the rigid frame and a lightweight, aluminum D-section swingarm that also helps to reduce unsprung weight. Kawasaki claims a 304.3-lb. curb weight for the 2018 KLX250 when its 2.0-gallon fuel cell is topped off.

Up front, a 43mm inverted cartridge-style front fork features 16-way compression damping adjustment, allowing the rider to tailor the KLX250S’s 10 inches of front wheel travel for a wider range of riding conditions. Out back, Kawasaki’s trademark Uni-Trak rear suspension provides 9.1 inches of rear wheel travel via a gas-charged, remote reservoir shock that features 16-way compression and rebound damping and preload adjustability.

The KLX250S’s wheels are off-road sized, with a 21-inch front wheel and an 18-inch rear wheel, and they’re built to take punishment thanks to the use of 4.0mm-thick spokes. Braking is handled by a 250mm front disc and twin-piston caliper up front and a 240mm disc and single-piston caliper out back.

MSRP for the 2018 KLX250S in its standard Lime Green color has been set at $5349, but for $200 more you can also get a KLX250S Camo Edition in Matrix Camo Gray. Both models will be on Kawasaki dealer floors in early October 2017.

For more information, visit https://www.kawasaki.com/

2018 Kawasaki KLX250S Specifications
Engine: DOHC, 4-valve, liquid-cooled, single-cylinder four-stroke
Displacement 249cc
Bore x Stroke: 72.0 x 61.2mm
Compression Ratio: 11.0:1
Fuel System: Keihin DFI® with 34mm throttle body
Ignition: Electric CDI
Transmission: 6-speed
Final Drive: Sealed chain
Frame: Tubular, semi-double cradle
Wheelbase: 56.3 in.
Rake/Trail: 26.5°/4.1 in.
Front Suspension/Wheel Travel: 43mm fork, 16-way adjustable compression damping/10.0 in.
Rear Suspension/Wheel Travel: Uni-Trak aluminum swingarm, fully adjustable shock/9.1 in
Front Tire: 3.00-21 51P
Rear Tire: 4.60-18 63P
Front Brake: 250mm disc w/twin-piston caliper
Rear Brake: 240mm disc w/single-piston caliper
Overall Length: 86.6 in.
Overall Width: 32.3 in.
Overall Height: 47.4 in.
Ground Clearance: 11.2 in.
Seat Height: 35.0 in.
Curb Weight: 304.3 lbs.*
Fuel Capacity: 2.0 gal.
Color Choices: Lime Green, Camo Edition
MSRP: $5349 (Lime Green), $5549 (Camo Edition)
Warranty: 12-Month Limited Warranty (Kawasaki Protection Plus optional, 12, 24, 36 or 48 months)
*Curb weight includes all necessary materials and fluids to operate correctly, full tank of fuel (more than 90 percent capacity) and tool kit (if supplied).

The post 2018 Kawasaki KLX250S U.S. Model Gets Fuel-Injection appeared first on Dirt Bikes.

There are other bikes in the 250cc four-stroke motocross class that are much more deserving of that moniker, and the 2017 KX250F’s racing record is worthy of envy. In the hands of Monster Energy/Pro Circuit/Kawasaki riders Adam Cianciarulo, Josh Hill and Joey Savatgy, the KX250F in factory racing trim racked up an enviable record of seven race wins in supercross, and Hill scored the 2017 Monster Energy AMA West Superross Series Championship. In AMSOIL Arenacross, Gavin Faith scored his second consecutive National Championship as well.

But maybe these victories only underscore an issue that we found when testing the 2017 Kawasaki KX250F: Supercross and arenacross both place a lot of emphasis on snappy midrange power, and the 2017 KX250F delivers it in spades. Where it falls short, however, is off the bottom and up top in the rev range. The Kawi makes decent grunt in the middle but just seems to run out of breath quickly if you try to rev it.

No more, says Kawasaki, which has revised the 2018 KX250F to give it more torque and a more robust top-end performance—both welcome changes. Kawasaki has also updated the KX250F’s already excellent Showa suspension to give the rider even more control over rough ground. To prove it, Kawasaki invited us to the long and sandy Cahuilla Creek MX track in Anza, California, yesterday, so that we could sample the updated KX250F and see for ourselves. So while some our staff headed north to Adelanto to sample the 2018 Honda CRF450R, we sent DirtBikes.com test rider Nic Garvin south to give the Kawi a workout. Our thanks also go out to acclaimed moto photographer Drew Ruiz for snapping some great shots of the KX250F with Garvin aboard.

So, did Kawasaki achieve its goal of breathing new fire into the KX250F? The company engineers definitely worked hard in that direction, making changes to give the KX’s single-cylinder, DOHC, water-cooled, fuel-injected, 249cc engine more torque and increased power without reinventing the wheel, so to speak. The KX’s bore and stroke are the same as before, 77.0 x 53.6mm, but Kawasaki altered the compression ratio by lowering it from 13.7:1 to 13.4:1 to—less compression makes it easier for an engine to rev higher. Kawasaki also worked from the outside in, starting with the KX’s Keihin fuel-injection system. A new, higher-flow intake boot is fitted, and a new 43mm throttle body places the dual injectors a straighter shot at the intake tract by rotating them down to a 30-degree angle instead of the 45-degree angle of the previous model. Additionally, Kawasaki added a new fuel pump that is claimed to increase fuel pressure by 17 percent.

The intake tract has also been revised to be less restrictive, starting with a 20mm shorter intake funnel that leads into a new cylinder head design with a smaller divider in the intake ports. To gain a little more grunt, Kawasaki also added a new intake cam with advanced timing to help the KX breathe better. The ECU has also been revised to help improve top-end power while keeping the overall power delivery smooth. On the exhaust side, Kawasaki engineers added a 3mm wider and 30mm longer headpipe to improve the overrev while also increasing low-end grunt.

The net effect of these changes is a KX250F engine that still delivers a strong midrange burst, says Garvin, but it also feels a lot healthier on top by also offering decent overrev.

“The power doesn’t fall off as much as the 2017 model,” Garvin said. “It actually pulls more, and you can hold it in the same gear a lot longer. Still, it doesn’t feel as powerful as some of the other bikes in the class down low. One thing I noticed is that while you can keep it in the same gear longer, you still have to downshift it before you enter a corner. The motor still doesn’t make enough torque off the bottom to allow you to simply slap the clutch and keep going to conserve momentum. It’s like they shifted the power up in the rev range without making more power. If it were mine, I would put another tooth on the rear sprocket. That would help it a lot. Sometimes it felt like I needed to be in-between the ratios in the KX’s five-speed transmission.”

Garvin also noted his impression of when the Kawi performed best on the top end came when the white (lean) DFI coupler was plugged into the KX250F’s wiring harness.

“When you’re using the green (stock) coupler, you still have to shift the 2018 KX a lot, just like the 2017,” Garvin said. “It still flattens out, just not as dramatically as the 2017 did. Overall, it is better, and Kawasaki has gotten the KX250F closer to the top bikes in the class in terms of engine performance, but they’re not there yet.”

When every pony already counts, getting it to the ground is just as important, and Kawasaki has made some changes to the 2018 KX250F’s 48mm Showa SFF fork and Uni-Trak suspension in order to help it absorb smaller bumps and also improve its performance on corner entry. The SFF, which places the spring in one leg and the damping cartridge in the other leg, already features a 40-way spring preload adjuster along with the 22-position compression and 20-position rebound damping adjusters, and the 2018 version also replaces the 2017’s 9.8 Newton/mm spring with a softer, 9.4 Newton/mm spring. The valving has also been changed via a switch to new compression, rebound shims intended to make the fork more compliant over low-speed bumps while new BCV shims are used for better resistance to high-speed bumps.

Out back, the KX250F’s fully adjustable shock receives new compression and rebound shims along with a new plug-bolt (adjuster) setting to bring the rear suspension into balance with the front. Suspension travel at both ends is 12.2 inches.

Once up to speed at Cahuilla Creek, Garvin noticed that the SFF fork was blowing through its mid-stroke travel too easily.

“So basically we added two clicks of compression and took out some rebound, and that made the bike stand up better in the bumps and just feel smoother overall,” Garvin said. “Out back, the shock was basically sitting down too far, and it would wiggle in the bumps, so we added two turns of compression and went in on the rebound two turns. That got the bike balanced nicely. After that, I didn’t have any real complaints. The KX has pretty good suspension whether you’re dealing with small bumps or big hits like when landing off of a jump.”

Where the KX250F really shines, says Garvin, is in the handling department. Its aluminum perimeter chassis is as good as they come on a motocross track.

“The chassis is superb, by far one of the best out there and the best feature of the KX250F,” Garvin said. “You can steer it with the front or steer it with the rear. I had 100 percent confidence in it. I could put it anywhere I want to. The chassis flex reminds me of a trailbike, but no way is that a knock against it at all! It’s actually super-forgiving, yet it’s motocross-responsive. You have to put a little effort into steering it, but it turns so well. I got just a little wiggle in the bike when I was going really fast in a straight line, but I think that can be cured with a little more time dialing in the suspension. It didn’t really bother me all that much.”

Ergonomics are also important, and the KX250F’s layout is designed to suit a wide range of rider shapes and sizes thanks to its ERGO-FIT system, which allows the rider to move the handlebars and footpegs to suit his or her taste.

“One thing I really like about the ergonomics is that its ergos are so adjustable,” Garvin said. “You can place the handlebars in one of four places. I went with the back/back setting with the bars in the middle. Another thing that’s cool is that you can move the pegs in two positions on the chassis, which a lot of bikes don’t offer. There is a high setting and a low setting. I went with the high setting, which gave me more grip on the frame. The new seat is also better because it allows you to sit more level on the bike. My only gripe is that I really am not a fan of the stock grips. They feel like a rough plastic, and they beat my hands up pretty good.”

One other issue Garvin raised has to do with the KX250F’s massive 270mm wave rotor front disc and Nissin two-piston caliper.

“I was surprised that such a big front brake feels on the weak side,” Garvin said. “I felt like I had to really clamp it to get decent stops, which forced me to rely on the rear brake a lot more than I normally would. It might be a pad issue or a piston issue, but it feels like there is a little delay from the time that you pull the lever to when you actually feel the front brake slowing the bike. So, you have to be more aggressive with the lever, but it isn’t like that will cause the front end to lock up or anything sketchy like that. The front brake could be more powerful, for sure. The rear brake offers good stopping power and good modulation, though.”

One other detail that Garvin noticed was that the KX’s stock exhaust system isn’t very loud.

“That’s good because it doesn’t destroy your eardrums, but I would definitely put an aftermarket exhaust on it if I owned a KX250F,” he added.

At the end of the day, the 2018 Kawasaki KX250F represents an improvement over the 2017, although not as drastically as we had hoped. It may ultimately take an engine redesign to get the KX in the horsepower hunt with some its Japanese and European rivals, but in the meantime the 2018 version with improved performance, better suspension and that awesome-handling chassis can be had for just $7749, exactly the same price as the 2017 model.

That makes the 2018 KX250F a better bargain as well as a better Kawasaki.

2018 Kawasaki KX250F Specifications
Engine: 4-stroke, 1-cylinder, DOHC, water-cooled
Displacement: 249cc
Bore x Stroke: 77.0 x 53.6mm
Compression Ratio: 13.7:1
Fuel System: DFI® with 43mm Keihin throttle body and dual injectors
Ignition: Digital DC-CDI
Transmission: 5-speed
Final Drive: Chain
Front Suspension: 48mm inverted Showa SFF telescopic fork with 40-way spring preload adjustability and 22-position compression and 20-position rebound damping adjustability, 12.2 inches of travel
Rear Suspension: Uni-Trak linkage system and Showa shock with 19-position low-speed and 4-turns high-speed compression damping, 22-position rebound damping, fully adjustable spring preload, 12.2 inches of travel
Front Tire: 80/100-21 Dunlop MX3S
Rear Tire: 100/90-19 Dunlop MX3S
Front Brake: Single semi-floating 270mm Braking petal disc with dual-piston caliper
Rear Brake: Single 240mm Braking petal disc with single-piston caliper
Frame: Aluminum perimeter with aluminum subframe
Wheelbase: 58.2 inches
Rake/Trail: 28.4°/4.8 inches
Overall Length: 85.5 inches
Overall Width: 32.5 inches
Overall Height: 50.0 inches
Ground Clearance: 12.8 inches
Seat Height: 37.2 inches
Wet Weight: 230.3 lbs. (fully fueled)
Fuel Capacity: 1.69 gallons
Color: Lime Green
MSRP $7749

The post 2018 Kawasaki KX250F First Ride Review appeared first on Dirt Bikes.

Engine
Kawasaki’s powerful race-winning motocross bike is equipped with a potent, lightweight engine package that is derived from its factory race team efforts. The 4-stroke, single cylinder, DOHC, water-cooled 449cc engine has been designed for instantaneous response at the crack of the throttle and continues through to its strong top-end pull for peak performance.

The cylinder is offset 8.5mm forward to reduce mechanical loss through friction from the piston movement, thus enabling more efficient power generation. A special coating used on the intake port cores during the casting process make ports ultra-smooth, which increases efficiency and performance at all RPM.

36mm titanium intake valves, similar to those found in Kawasaki Ninja® sportbikes, have a slim throat angle and reduced recess to increase high-RPM performance. Intake cam settings maximize low-RPM performance, while a lightweight camshaft aids in throttle response and extends over-rev. A bridged-box piston design, which features a 12:8:1 compression ratio, is similar to those seen on the Monster Energy® Kawasaki race team’s factory race bikes and matches the intake valve shape. The piston has optimum rigidity for maximum high-RPM power and durability.

A resonator chamber has been fitted to the exhaust system header, which assists in low-RPM power and helps to reduce the decibel sound level. The sleek air box design has eliminated the use of any steel parts, resulting in weight savings. Intakes and air box shape underneath the seat help ensure clean-consistent airflow, maximizing engine response and reducing intake noise.

In the transmission, lightweight gears and shafts reduce weight and retain their overall strength while contributing to the motorcycle’s winning performance. The engine cases, which feature a scavenger pump on the right case, have been constructed of the lightest materials and are designed to meet the highest standards of durability.

DFI Couplers
Contributing to the race-winning engine characteristics, the digital fuel injection system of the KX450F features a coupler package that has set the industry standard. Each KX450F motorcycle comes standard with three different couplers, easily allowing riders to change fuel injection and ignition mapping to suit their riding style or track conditions. The four-pin DFI® couplers are designed for standard, hard or soft terrain settings. Changing the coupler is as simple as connecting the coupler cap of choice. For riders looking to fine tune their ECU the KX FI Calibration Kit (Handheld) is offered as part of a selection of Kawasaki Genuine Accessories, which allows access to the fully programmable ECU. The handheld device eliminates the need for a trackside laptop and gives riders the ability to create custom maps for precise adjustment of fuel and ignition settings. The user-friendly device can store up to seven preset maps and is PC-compatible.

Launch Control
The launch control system of the KX450F motorcycle is a favorite for riders of all skill levels who are focused on getting to the first turn ahead of their competition. The push-button activation retards ignition timing in first and second gear, helping maximize traction and put the bike’s potent power to the ground. Once the rider shifts into third gear, normal ignition mapping immediately resumes and full power is restored.

Chassis
Kawasaki’s engineers have sacrificed countless hours working alongside the factory racing team to develop the ultimate aluminum perimeter frame that is aimed towards providing precise cornering through front-end feel and maximum agility at high speeds. The perimeter spars have been designed to ultra-thin specifications for a narrow profile and comfortable feel. A lightweight, rigid swingarm is used to help rear-wheel traction and overall rider feel and handling performance. The alloy swingarm is constructed of a cast front section and twin tapered hydro-formed spars in a raw aluminum finish. Forged chain adjusters are also equipped with a self-locking rear axle nut. The axle nut holds 80lb-ft torque without the need of a cotter pin, simplifying maintenance at the track.

The upper and lower triple clamps are inspired by the factory race team bikes, and enable quick turn-in through the optimal rigidity and front-end feel, ultimately making the motorcycle a rider’s dream when cornering.

Suspension and Brakes
For 2018, the KX450F motorcycle once again features industry-leading technology from the Showa SFF-AIR TAC (Separate Function Fork, Triple Air Chamber), which separates the damping and shock absorption duties into the individual fork legs. The left fork contains the damping assembly and the right fork contains the air spring. Instead of the steel coil springs found in conventional forks, the SFF-AIR TAC’s right fork tube has three chambers filled with pressurized air that act as a “spring.” With the elimination of steel coil springs, friction is reduced, and provides an extremely smooth action throughout the fork’s stroke. This has the added benefit of weight reduction and allows a larger damper piston to be used, further smoothing the action. It is lightweight and rigid, contributing to superior riding performance and front-end feel. The low friction design, including a DLC coating to the outside of the lower fork tubes also contributes to the extremely smooth fork action. Incredibly precise settings can be adjusted by simply changing the air pressure and using the 22-position compression and 20-position rebound damping adjustments. Changing air pressure covers a range of settings offered by optional springs in a standard fork, including quick changes of ride height, without needing to disassemble the fork tubes.

On the rear suspension, Kawasaki’s Uni-Trak® linkage system is designed to work in conjunction with the aluminum frame and swingarm. The linkage, which is mounted below the swingarm, allows for a longer rear suspension stroke and maintains a low seat height. Dual compression adjustability from the Showa shock allows high-speed and low-speed damping rates to be set separately. The shock reservoir has a friction-reducing internal Kashima coating for improved suspension action. The race-oriented rear suspension offers class-leading action and adjustability on par with the Showa SFF-AIR TAC fork. The fully adjustable shock allows for precise settings to help keep the rear wheel planted and the rider out front.

Kawasaki offers an optional rear suspension linkage tie rod for riders who are seeking an edge over their competition. It is 1mm longer than stock and can be used to reduce seat height by 4mm to give the rider adjustment options.

An oversized 270mm, petal-shaped front brake rotor from the renowned manufacturer, Braking®, is fitted to keep up with its powerful engine and help riders turn quicker lap times than the competition. Its purpose is to provide powerful stopping, good lever feel, and consistency in all conditions. The rear is equipped with a 240mm petal-shaped Braking® rotor.

Adjustability
Kawasaki continues its unmatched commitment towards success and provides riders with class-leading comfort thanks to its adjustable handlebar mounting system and footpegs to fit a variety of riders and riding styles. The handlebars feature 4-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 size riders. The wide 50mm footpegs feature dual-position mounting points, with a lower position that reduces the standard setting by an additional 5mm. The lower position effectively lowers the center of gravity when standing, and reduces knee angle when taller riders are seated.

The 2018 Kawasaki KX450F motorcycle can be made to suit a large range of riders thanks to its flat seat design, adjustable handlebar and footpegs and adjustable suspension components. This perfectly complements the wide range of damping settings as well as the DFI® couplers and optional handheld KX FI Calibration Kit, allowing the rider to find the ideal engine characteristics to suit a particular track or conditions. While the base settings on the KX450F motorcycle are based on extensive testing, including racing, the motorcycle provides a huge range of technology and adjustment to help ensure every rider can experience the incredible ability of this extremely capable motocross bike.

Bodywork and Seat
To go along with its race proven performance, the 2018 KX450F motorcycle features aggressive styling along with in-mold graphics on the radiator shrouds that retain the racy look necessary when finishing at the top of its class. The bodywork has been sculpted to match the narrow chassis design; the fuel tank has been designed to lower the overall center of gravity, increasing maneuverability. With performance in mind, the flat design easily allows for movement when changing riding position, while also allowing the rider to sit further forward.

Complementing the bike’s eye-catching appearance are the green engine plugs, oil cap, and generator cover plugs, as well as green alumite suspension adjusters and black alumite wheels. The clutch cover features embossing that is designed to appear over time.

A large synthetic skidplate offers a level of protection for the bottom of the 2018 KX450F motorcycle’s class-leading engine, with minimal weight, and features oval holes in order to facilitate mud removal.

2018 Kawasaki KX450F
Color: Lime Green
MSRP: $8849
Availability: Now

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