Depending on your perspective, the AJP PR4 Enduro 240 may be another example of global manufacturing, or just one company’s route to building a cheap dirtbike. But, however you view it, the AJP PR4 Enduro 240 is a high-value proposition for dirtbike beginners and cowtrailers in the 2018 AJP lineup. With an MSRP of just $4999, the PR4 is intended to be an affordable, easy-to-maintain off-road motorcycle that blurs the line between your average playbike and your all-out, enduro-oriented off-road machine.

The AJP brand name is derived from the initials of Antonio J. Pinto, the seven-time Portuguese National Enduro Champion who founded the company about 30 years ago. Assembled in the company’s plant in Penafiel in northern Portugal, the AJP PR4 Enduro 240 mates AJP’s unique chassis, which features a chrome-moly steel downtube mated to a cast aluminum mid-section to which the AJP’s gorgeous polished aluminum swingarm and chrome-moly steel subframe are attached, to a Chinese-made engine. Power comes from a 233cc, air-cooled, SOHC, two-valve, four-stroke that bears a strong resemblance to a Honda CRF230R engine. Only instead of a Honda, the AJP engine is manufactured by Zongshen. Electric start is standard, and the PR4 actually carries switchgear that allows it to be fitted with turn signals for road use in countries where it is legal. That doesn’t currently include the U.S., where the AJP PR4 Enduro 240 is neither DOT-legal for the higway nor EPA-legal for public land. That’s something to consider, depending upon where you live.

AJP isn’t the first cottage manufacturer to embrace the aftermarket in order to add value to its machines. The PR4 hosts a few name-brand pieces, even if you’ve never heard of some of them before now. For instance, the PR4’s billet aluminum triple clamp holds a FastAce 43mm USD fork that is compression and rebound adjustable; FastAce is better known for manufacturing quality mountain bike forks. Out back is a fully adjustable shock is from Sachs of Germany, the same manufacturer that supplies suspension components for such OEMs as Beta and Gas Gas (although the latter has switched to KYB for 2018). An FMF Racing muffler, Reikon tapered aluminum handlebar, Shorai battery and Spectro oil are all trumpeted as standard equipment on the AJP PR4 Enduro 240.

Firing up the AJP is as simple as turning on the ignition key and thumbing the starter button. Cold starts are made easier by lifting up the side-mounted choke lever on the PR4’s Keihin/Deni PZ30 carburetor, which features an accelerator pump to minimize hesitation and improve response during hard acceleration. That said, hard acceleration is not something you’re likely to find when you go through the gears on the PR4. With its old-school engine architecture and under-square, 60.0mm bore and 62.5mm stroke, the 233cc Zongshen mill doesn’t whip up a lot of horsepower, but what it does serve is smooth and linear, although not zingy. On the dyno, our PR4 test rig squeezed out a max horsepower reading of 14.6 rwhp at 6700 rpm and a maximum torque reading of 12.55 lb.-ft. at 5200 rpm. Those are pretty wheezy figures by modern standards, but they’re perfectly acceptable within the realm of playbikes such as the Honda CRF230R and Yamaha TT-R225. We enlisted veteran motojournalist and DirtBikes.com guest tester Jean Turner to swing a leg over the PR4, and she offered the following take on the AJP: “I don’t know if it’s exactly down on power, or if it’s the nature of the power–very soft, slow to build, fluffy when you crack the throttle. Definitely not responsive, which makes it feel lazy. And yet it chugs right along once you get it into the power.”

True enough, and that’s just the kind of power delivery that first-time riders, young or old, will appreciate. The PR4 is content to just hum along, the bark of its FMF muffler belting out a tune that makes the PR4 sound brawnier than it really is. On the plus side, what little lunge the engine makes is distributed across a wide rev range, with the engine making 10 lb-ft. of torque as low as 3300 rpm and maintaining it for over 4000 rpm before tapering off ever so gently as the engine slowly climbs to its 9800 rpm rev ceiling. In technical terrain, the PR4 doesn’t have enough snap to loft the front wheel over a log or a rock, but it has more than enough grunt and tractability to roll up and over it.

And still, the PR4 can be ridden pretty quickly, especially in tight terrain, thanks to its well-spaced five-speed transmission. In keeping with its bare bones theme, the PR4 also features a cable-operated clutch rather than a hydraulically assisted unit. Clutch action is smooth enough, but we noticed that the clutch has a tendency to wear quickly under what we could consider to be not a lot of abuse by experienced riders. Fortunately, when the lever does creep toward the handlebar, adjusting the play out of the cable is a simple matter of turning the over-sized adjuster knob that is located on the clutch perch.

Turner felt that the transmission’s shifting action left something to be desired. “Shifting is very clunky and notchy,” she said. “It takes a very deliberate movement of the whole foot/leg to get from first to second gear without stumbling on neutral. I could see this messing up a beginner rider quite easily, but I also suspect this is just a break-in problem. As long as you have an experienced rider who can break it in, you can hopefully remedy that problem before it trips up less experienced riders.”

On the other hand, while the engine performance may seem archaic to more experienced riders, the PR4 Enduro 240’s chassis performance is downright impressive. The entire PR4 package weighs 250.2 lbs.—a tenth of a lb., more than the 2018 Suzuki RM-Z450—with its midship-mounted 1.8-gallon fuel cell filled to capacity, and yet it does a good job of spreading its weight across the entire chassis to make the PR4 seem lighter than it really is despite its lack of modern-style power. We tried riding the PR4 extremely fast in desert conditions and also in cramped, tight and rocky conditions, and the chassis never let us down. The PR4 just kept on feeling groovy.

“The tipping point [center of gravity] seems to be pretty low, which is another good thing for beginners,” Turner said. “They are going to wobble and struggle with balance at some point, and you need as big a window as possible to allow them to figure out control. The Japanese bikes have a very small window here. I feel like the AJP will be more forgiving.”

Not only that, but the AJP chassis is competent enough that riders can ride it even harder as they gain experience. Even a couple of our pro-level testers expressed pleasure at just how well the PR4 steers, even on loose or slippery ground. Its 27-degree rake and 5.5-inch trail figures are close to the average motocross bike, and that helps to give the PR4 quick and razor-sharp steering manners. All it takes to change direction is a mere nod of the head toward where you want to go, and the AJP will respond with excellent front-end traction, which only adds to rider confidence. Straight-line stability is also excellent. We pushed the PR4 chassis as hard as we could with the available power we had, and we couldn’t get it to do anything stupid or unpredictable.

“The front definitely sticks like Velcro and tracked surprisingly well even in sand,” Turner said. “This is another big plus for beginner riders. The AJP handles quite nicely on the trail. The chassis is far more responsive than the motor. If you could add more power to that mix… I’m sure lively power would make it feel much lighter and even more agile on the trail. It’s stable, turns well, and the suspension seems pretty well suited for more aggressive riding.

Indeed, we found little wrong with the AJP PR4 Enduro 240 suspension. While we didn’t spend a lot of time dialing them in, we didn’t really have to in order to make them work well at the speeds of which the PR4 is capable. Neither end delivers the plushest ride we’ve experienced, but we still rate it as good. Boasting 10.5 inches of travel, the FastAce fork is able to handle small chop well while doing a decent job of withstanding spike hits from rocks and tree roots, especially at lower speeds. Out back, we noticed the rear end to be a little less willing to follow every ripple on the trail, but with 11.8 inches of travel, it offered plenty to soak up big hits with relative competence. Truth be told, we think that the PR4 has decent suspension for playbike riding and even some racing.

“I was surprised by the suspension,” Turner said. “In our photoshoot, when I was dropping down little rock faces, I wasn’t sure if the fork was going to bottom. I feel that a TT-R125 or a KLX140 would have clacked on a little drop-off like that, or on some square edges or whoops when we went for our little trail ride.”

One aspect that our testers raved about, from Pro rider Nick Stover on down, was the AJP PR4 Enduro 240’s ergonomics. AJP clearly has a handle on chassis design and ergos, and the PR4 is proof of that. Its narrow cockpit feels small but not cramped. Most of our riders agreed that the PR4 feels small and slim through the middle despite the bulky appearance of its aluminum chassis section. And, with no fuel tank bulge up front, the AJP’s long and narrow seat allows the rider to move freely fore and aft. The AJP is also equally comfortable whether the rider is seated or standing. Transitioning from one to the other is no problem at all.

“I think the seat is going to win a lot of approval from beginners,” Turner said. “It’s soft and squishy and wide enough toward the rear (narrower up front). Anything that can add comfort to an unfamiliar situation carries big bonus points. I think experienced riders forget how intimidating it can be to swing a leg over a bike for the first time. But when someone sits on the AJP for the first time in the dealership, they are going to find it comfortable and lightweight (even just rocking side to side at a standstill) with an easy reach to the ground. When that initial feel is comfortable, I think you’ve already gone a long way toward getting people engaged and interested in riding motorcycles!”

And once again, where other “playbike models” often come equipped with a front disc brake and a chintzy rear drum brake, the front/rear discs on the AJP PR4 Enduro 240 are another quality touch. The PR4 comes equipped with a 260mm front disc with a two-piston caliper and a 220mm rear disc with a single-piston caliper. The PR4 also comes with quality Michelin tires instead of some off-the-wall Asian brand. The brakes deliver excellent power front and rear, although we noted that the front brake lever had a slightly wooden feel while the rear brake pedal was tucked in too tightly to the PR4, requiring us to bend the pedal out a bit so that we could catch it satisfactorily with our boot.

Overall, we think that the AJP PR4 Enduro 240 is a pretty good bike, and our biggest concern in making a purchase would be finding a dealer who is well in tune with the brand, and that might be tough when the brand is still new to America. A good dealer with a good parts supply can make all the difference in the ownership experience of any model. Of course, AJP knows that, so the company has already implemented programs such as its 2Easy 2Buy program to have a more direct relationship with its growing customer base.

Regardless, as Turner puts it, “There’s plenty to like about this bike. It’s lightweight, comfortable and the chassis seems very solid. There are so many reasons to own a bike of this size, and there might be a reason or two why the AJP PR4 Enduro 240 is the best of the bunch: 1) It’s a great beginner bike for friends who want to try out trail riding; it’s a good adult-beginner size.; 2) It’s a great runabout for events; 3) It’s the perfect bike to ride around with your kids; it’s harder to do that on a full-size, fire-breathing MX or off-road bike; and, 4) It’s perfect for when the devil horns come out.

Congratulations, AJP. You’ve built one heck of a fun bike in the PR4 Enduro 240. Now how’s a about setting us up with one of your PR5R Extreme Enduro 250 for a long-term/race test. With more power, there’s no telling what one might be able to do with that sweet-handling AJP chassis.

2018 AJP PR4 Enduro 240 Specifications
MSRP: $4999
Engine Type: 233cc, air-cooled, single-cylinder, four-stroke
Bore: 60.0mm
Stroke: 62.5mm
Compression Ratio:
Valve Train: SOHC, two-valve cylinder head
Fueling: Keihin/Deni PZ30 carburetor w/accelerator pump
Ignition: 120W CDI
Transmission: Five-speed, multi-plate wet clutch
Final Drive: Chain, 13T/45T
Front Suspension: 43mm inverted FastAce fork with rebound and compression damping adjustability; 10.5 in. of travel
Rear Suspension: Progressive linkage, Sachs single shock with adjustable spring preload, rebound and compression damping adjustability; 11.8 in. of travel
Front Brake: Single 260mm disc w/two-piston caliper
Rear Brake: Single 220mm disc w/single-piston caliper
Front Tire: Michelin 90/100-21
Rear Tire: Michelin MX3S 120/80-18
Wheelbase: 54.3 in.
Rake: 27°
Trail: 140mm (5.5 in.)
Seat Height: 36.2 in. (35.2 in. w/supplied lowering link)
Ground Clearance: 13.2 in. (w/stock link)
Fuel Capacity: 1.8 gal.
Claimed Wet Weight (no fuel): 239 lbs.
Measured Wet Weight (full fuel): 250.2 lbs., 122.7 lbs. front (49%) front/127.5 rear (51%)
Available Colors: White/Black/Red

The post 2018 AJP PR4 Enduro 240 Ride Review appeared first on Dirt Bikes.

The majority of dirtbike riders get their first taste of the dirt as kids, but our 5 Best Beginner Dirtbikes for Adults list recognizes that there are plenty of older folks who would love to give off-road riding a try but may not be sure where to start. These five models are all solid bets.

When deciding what kind of bikes should make this list, we wanted to set up a few basic paramaters. For starters, we wanted the bikes to have full-sized 21-inch front and 18-inch rear wheels, although a 19-inch front and 16-inch rear could also make the cut. We absolutely ruled out any kind of two-strokes, as beginners should really cut their teeth on a fours-stroke with its attendant user-friendly power delivery. We also knew that we wanted bikes with electric start because, hey, who wants to hassle with learning the coordination of a kickstarter these days. Beyond that, we also wanted to cap the displacement at 250cc. Sure, we could have put a bike like the Suzuki RMX450Z on our list, but even in its choked, CARB-legal state, the Suzuki is a big machine that offers a snappy enough powerband that it could be intimidating for a beginner. Besides that, we also wanted to keep the MRSP below $5000 on this list. All five of these bikes qualify.

While some of these models have been around for a while, there may be one relatively unknown surprise on our list that is worth checking out, so take a look and see if you think these machines are worth recommending to a friend who wants to learn how to ride.

Kawasaki KLX140G – $3,699

The Kawasaki KLX140G is a great choice because it really offers the best of both worlds, combining a user-friendly 140cc, two-valve SOHC air-cooled four-stroke single in a compact yet roomy chassis with full-sized 21-inch front and 18-inch rear wheels. Its 33.9-inch seat height makes life easy for beginners who want to plant their feet on the ground as they learn to ride, and its keyless electric start saves the hassle of having to learn how to kickstart he engine to get going. The KLX140G features a nicely spaced five-speed transmission that is operated by a manual clutch, the latter something that all new dirtbikers should learn to master, and its durable steel perimeter chassis and front and rear disc brakes add to its value. The KLX140G is an easy choice for our Best Beginner Dirtbikes for Adults list.

Kawasaki KLX140G Ride Review

For more information on the Kawasaki KLX140G, visit www.kawasaki.com.

The post 5 Best Beginner Dirtbikes for Adults: Trailbikes You Can Learn On and Keep appeared first on Dirt Bikes.

Just yesterday, Taco announced that it is introducing a new Taco minibike, the Trail 100, which it calls a new line within the company’s Taco 100B family of mini machines. Taco currently manufactures three basic models, the Taco 100B, the Taco 22 and the Taco Frijole. Each model captures the spirit and flavor of the earliest days of minibike riding and racing, which has roots in both motorcycle racing and kart racing.

The company says that the Trail 100 is the perfect camping, fishing, hunting bike and, perhaps best of all, it is a complete turnkey machine from Taco rather than a kit. There is nothing to assemble. All you do is add gas and ride.

The Taco Trail 100 is powered by an air-cooled, carbureted, 212cc, 6.5-horsepower Predator four-stroke engine that is housed in what Taco calls the proven 100B chassis, which features a cool-looking leading link fork and twin outboard shock absorbers. The Trail 100’s mag wheels sport a billet look, adding to the cool factor of this particular Taco minibike. Other features include a chrome-moly handlebar, custom cables and an RK-brand 420 chain.

Aesthetically speaking, the Taco Trail 100 is also unique within the 100B Taco minibike line by virtue of its genuine RealTree seat fabric. The Trail 100 can be had in two color choices, Cami Green (as shown) and Desert Beige.

Taco is offering the Trail 100 for an introductory price of $1895 plus shipping, a $400 discount from the Trail 100’s $2295 MSRP. Buyers can also purchase the Trail 100 at Taco’s Southern California headquarters.

For more information on the Taco Trail 100, email INFO@TacoMiniBikes.com. For more information on other Taco minbike models, such as the Taco 22 and the Taco Frijole, visit http://tacominibikes.com/.

The post New Taco Trail 100 Highlights Taco Minibike Line of Retro Cool Minibikes appeared first on Dirt Bikes.

Just today, KTM announced the first high-performance electric motorcycle to join its North American lineup of off-road machines, and DirtBikes.com was on-hand at Wildomar OHV Park in Wildomar, California, to not only view the machine up close but also to take it for a spin.

But first, the press release:

KTM Introduces its High-Performance Electric Motorcycle to the North American Lineup through a Limited Edition Pilot Program
MURRIETA, Calif. – As the global high-performance electric motorcycle market continues to grow, KTM is pleased to announce the launch of a READY TO RACE pilot program in North America involving the KTM FREERIDE E-XC, an electric version of the already-familiar KTM FREERIDE 250R motorcycle.

Through this pilot program, the KTM FREERIDE E-XC is available in limited quantities and sold exclusively through select authorized KTM dealers in the U.S. Each of the 11 select dealerships have been certified through KTM’s high voltage technical training in order to service this new technology.

Tom Etherington, VP of Sales, KTM North America, Inc.: “KTM has created this pilot program as a way to better understand the level of consumer interest in electric motorcycles, which will assist us in future planning when considering serial production of electric motorcycles in the coming years. The exciting part for consumers is that through this pilot program, the FREERIDE E-XC is available for a price that is substantially less than these models would sell for outside of this program.”

The MSRP for the 2017 FREERIDE E-XC is $8,299 and the motorcycles are arriving now in limited quantities through the following select authorized KTM dealers:
• Moto City KTM in Avondale, Ariz.
• 3 Bros KTM of Orange County in Costa Mesa, Calif.
• CJ KTM of Murrieta in Murrieta, Calif.
• KTM of Roseville in Roseville, Calif.
• Malcolm Smith Motorsports in Riverside, Calif.
• Elite Motorsports KTM in Loveland, Colo.
• Larsons Cycle in Cambridge, Minn.
• Edelman’s KTM in Troy, N.Y.
• Solid Performance KTM in Downingtown, Penn.
• Adventure Powersports KTM in McKinney, Texas
• KTM of North Texas in Arlington, Texas

KTM North America, Inc. is proud to venture into the zero-emission vehicle world with a purpose built motorcycle that could open the door to new and exciting riding areas and applications in the future.

So, just what is the Freeride E-XC, and what’s it like to actually ride?

In truth, the Freeride E-XC has been around in Europe for a few years, where the push for zero emissions vehicles is much stronger than it is in the U.S. It’s the first all-electric motorcycle ever to be produced by KTM. According to KTM North America officials, the mothership in Austria has been seeking a way to introduce the model in America for some time, and with 11 dealers signing up for the pilot program to gauge sales of the bike, the decision was made to offer it to American consumers.

Based on the successful KTM Freeride 250R, the Freeride E-XC replaces the 250R’s liquid-cooled two-stroke internal combustion engine with a KTM-designed and -manufactured brushless permanent magnet synchronous motor producing a claimed 31 lb.-ft. (42 Nm) of torque from 0 rpm and 22 horsepower a 4500 rpm. The motor is designed to require little in the way of regular maintenance. KTM recommends only a small oil change every 50 hours. To help keep the motor from overheating, the Freeride is liquid-cooled, with two tiny radiators circulating coolant with the help of an electric water pump. The motor does not have a clutch or transmission—just gas it and go. In order to increase durability, the torque is transferred through a gear reduction unit to a jackshaft located just behind the motor. KTM says the jackshaft was necessary to prevent breakage from shock to the drivetrain during the course of normal off-road riding.

The really nifty handiwork is in the Freeride E-XC’s 260V, 2.6 kWh lithium-ion battery pack that KTM claims can be fully charged in 80 minutes and take an 80% charge in 50 minutes. KTM claims that the average riding time for a full charge is about 60 minutes. Held in place by just four bolts, the easily removable pack houses hundreds of tiny AA-sized batteries and weighs about 38 lbs., according to KTM officials. The Freeride EX-C’s $8299 MSRP includes a charger that requires 220-volt electrical service to operate. KTM will sell additional battery packs to customers wishing to maximize their riding time on the Freeride E-XC, but the packs aren’t cheap, retailing for $3600. KTM also mentioned that due to the sine wave requirements of the packs, they will not accept a charge when the battery charger is plugged into a gasoline generator.

The battery pack also houses a sophisticated ECU that features three riding modes to tailor the power delivery. Mode 1 or “Economy” is the most gentle, and is claimed to be excellent for beginners. Mode 2 or “Standard” offers a more spirited, enduro-ish power delivery while somewhat muting the throttle response. Mode 3 or “Advanced” offers the liveliest throttle response and delivers the full torque to the Freeride E-XC’s rear wheel almost instantaneously, which should make it the choice for high-traction terrain and/or aggressive “freeriders.”

The motor and battery pack reside in a modified version of the Freeride 250R’s WP-designed chassis, which is a mixture of steel, aluminum and composite material and uses the motor as a stressed member. The chassis is no foo-foo, beefed-up mountain bike unit, and KTM claims that some of its riders, such as former AMA EnduroCross Champion Cody Webb, have punished the Freeride E-XC while pulling off some amazing feats without a failure. That isn’t so surprising since the Freeride E-XC’s suspension is motocross-grade, having come from the latest version of the KTM 85 SX mini-motocrosser. Up front, CNC-machined triple clamps anchor a 43mm WP open-cartridge fork with adjustable compression and rebound damping and 9.8 inches of travel. Out back a WP PDS shock also features adjustable rebound and compression damping and 10.2 inches of travel.

The Freeride EX-C rides on a 21-inch front wheel and Maxxis TrialMaxx 2.75-21 tire. The rear wheel is an 18-incher shod with a Maxxis MaxxEnduro 120/90-18 tire. Braking is via a Formula 260mm front brake disc and four-piston caliper and 230mm rear disc with a two-piston caliper. Both brakes are activated by levers on the handlebar—front brake on the left and rear on the right. There is no rear brake pedal, although KTM told us that the Freeride 250R’s rear brake pedal, master cylinder and brake line can be swapped onto the Freeride E-XC by customers who prefer more traditional motorcycle braking controls.

KTM hooked us up with a good 4 hours of riding time on the Freeride E-XC at Wildomar OHV Park to give us a solid impression of the bike, and while we’re not quite ready to jump ship from our beloved fossil fuel burners, we couldn’t help but have fun on it. Activating the motor is a simple matter of turning on the key, bumping the run switch and then thumbing the starter button. Once you hear the whir of the electric water pump, you know you’re ready to motivate. Switching the ride modes is a bit tricky and takes a little practice to get the timing down in order to move from mode to mode. The good news is that the Freeride E-XC always remembers the last mode that was activated, so you only have to do it once if you’re happy with the mode you’ve selected.

Right off the bat, we preferred the Standard mode, which wasn’t too jumpy under a heavy throttle hand and yet delivered a fair dose of the available power from the motor. We suppose there’s no better way to describe the power delivery than to say it is “electric.” The Freeride E-XC accelerates with authority, and it’s rear Maxxis MaxxEnduro provided plenty of traction even in the slick and silty conditions we encountered in Wildomar. The throttle response is slightly delayed no matter what mode you’re in, but the power curve is linear and easy to control. “Economy” mode really tames the hit, and our experienced riders didn’t spend much time in it. Once we got used to riding the bike, we quickly switched to the “Advanced” mode and kept it there.

“Advanced” mode unleashes all the available power, and it really gets the Freeride E-XC cooking on tight trails. We were surprised at just how quickly we were able to get used to the motor’s spritely power and focus on the bumpy single-track trails on our test loops. Acceleration is brisk, and the bike can really get moving toward its maximum 6600 motor rpm, making it a real hoot to ride. The only time we ran into a traction issue was when trying to get going from a dead stop on a steep, blue-grooved uphill. With the motor willing to dump all of its available torque to the rear wheel right at the hit of the throttle, it’s easy to spin the rear wheel in low-speed technical terrain.

Our only real gripe was that the Freeride E-XC’s hand-operated rear brake lever action felt pretty wooden, and it didn’t take long before we simply took the all-or-nothing approach to riding the bike, sliding it into corners and then applying a heavy dose of throttle to regain the lost momentum. The front brake felt a little better, but we found ourselves really only using it on the steeper downhills we encountered.

Not that the Freeride E-XC has any handling issues—it really doesn’t. KTM likens the chassis more to that of a trials bike than an off-road bike, but its 23° steering head angle and 55.8-inch wheelbase simply felt more like a quick-handling enduro bike than a whippy trials bike at higher speeds. We couldn’t detect any headshake at the trail speeds we attempted. While the Freeride E-XC is no feather, checking at a claimed 238.1 lbs., its smallish feel and slim, comfy ergonomics (seat height is 35.8 inches) made it feel lighter than it really is. We were also pleasantly surprised that the weight bias appears to put enough on the front end to give the rider a confident feel in flat and loose turns despite the relatively non-aggressive tread pattern of the TrialMaxx front tire. The Freeride E-XC was happy to go wherever it was pointed, and its center of gravity felt low even with the hefty battery pack riding so high in the chassis.

With 13.4 inches of ground clearance, we didn’t have to worry about whacking the bottom of the motor on rocks or other obstacles, and the WP suspension did a pretty admirable job of taming the bumps. After a couple loops, we opted to take some compression out of the front to get it to settle into its travel easier and be more balanced with the rear suspension, then we just left it be. The Freeride E-XC is happy to fly of jumps and still offer reasonably cushy landings.

By the end of our test session, the 2017 KTM Freeride E-XC proved to be a competent trail bike no matter what we threw at it, and we’re relatively certain that most riders would find it to be no slower or less comfortable than their normal internal combustion engine-powered machines once they got used to it. That said, the only real issue with the powerplant is the same old one that electric-powered machines continue to battle—range. If you like to ride long distances, you’re straight outa luck with this particular KTM. However, if you like to ride short, tight loops, the Freeride E-XC can run with the best of them.

All that’s left, then, is to decide whether or not you want to pony up the $8299 asking price for a unique trailbike that delivers maximum fun with minimal environmental impact. KTM officials told us that about 100 Freeride E-XCs will be available through the 11 dealers in its pilot program, and it will be interesting to see just how well they sell. If the answer turns out to be “not well,” then the reason will have to be something other than lack of performance and lack of fun. That’s something that the Freeride E-XC provides as well as any other KTM we’ve ridden. For more information on the Freeride E-XC, check out www.ktm.com.

[See image gallery at www.dirtbikes.com]

2017 KTM Freeride E-XC Specifications
Motor: Permanent magnet synchronous electric motor in a disc armature design
Claimed rated output: 11 kW (15 hp) @ 5,500 rpm
Claimed max. power: 16 kW (22 hp) @ 4,500 rpm
Claimed max torque: 42 Nm (31 lb.-ft.) from 0 rpm
Max. motor speed: 6600 rpm
Transmission: Single-speed
Primary drive: 1:2.4
Final drive: 11:48
Cooling system: Liquid cooling
Battery: Lithium-ion KTM Power Pack (easily removable)
Claimed rated voltage: 260 V
Claimed max. voltage: 300 V
Claimed capacity: 2600 Wh
Claimed charging time: 80 min. (100%)/ 50 min. (80%)
Charger line voltage: 230 V / 50 Hz
Charging rate: Quick charging 13/normal charging 10 A
Charging power: Quick charging 3,000 W/normal charging 2,400 W
Frame: Perimeter steel-aluminum composite frame
Subframe: High-strength polyamide/ABS plastic
Handlebars: Aluminum Ø 28/22 mm
Front suspension: WP USD Ø 43 mm, 9.8 in. of travel
Rear suspension: WP PDS shock absorber, 10.2 in. of travel
Brake front/rear: Formula disc brakes Ø 260 w/four-piston caliper/230 mm w/two-piston caliper
Wheels front/rear: 1.60 x 21”/1.85 x 18” Giant rims
Tires front-rear: 2.75-21“-120/90-18“
Chain: 5/8 x 1/4″ (520)
Steering head angle: 23°
Wheelbase: 1418 ± 10 mm / 55.8 ± 0.4 in
Ground clearance: 340 mm / 13.4 in
Seat height: 910 mm / 35.8 in
Claimed weight: 108 kg / 238.1 lb
MSRP: $8299

The post 2017 KTM Freeride E-XC First Ride Review appeared first on Dirt Bikes.

Then we learned about the Suzuki RMX450’s technical details, and we were beyond dismayed. The notion of a 450cc off-road single that could only wheeze out 16 rear-wheel horsepower didn’t just sound unreal, it sounded like a downright sham. But the RMX450Z isn’t a sham. It’s actually a fairly fun off-road motorcycle in the right environment, but that also means eliminating its legal capability so that it cannot legally be ridden in any environment.

While other manufacturers have had to comply with the same regs, for some reason the RMX450Z tends to suffer from them to a greater degree. During our dyno test at Mickey Cohen Motorsports, we were shocked when the RMX450Z tdidn’t even manage to make the full 16 rear-wheel horsepower that even Suzuki officials promised. It came close, but 15.7 rwhp @ 6600 rpm is not 16 horsepower by anyone’s reckoning.

In fact, it’s downright pathetic, especially since even though it is an older generation of the venerable RM-Z450X, the one used by Chad Reed and Ryan Dungey to dominate the AMA professional motocross and supercross ranks at the turn of the decade, on paper the RMX450Z’s 449c, liquid-cooled, fuel-injected, DOHC engine is not a turd. Its 96.0mm x 62.1mm bore and stroke free-flowing cast-aluminum, four-valve cylinder head that features a narrow included valve angle of 21.5 degrees is capable of so much more. Sure, the RMX’s camshafts have less lift and duration than the RM-Z’s, which keeps the X’s titanium 36mm intake and 31mm exhaust valves closer to their seats, and its compression ratio is a milder 11.6:1 compared to 12.5:1 for the RM-Z. So we did what most people would do. We yanked the bolt out of the throttle body and pulled the airbox snorkel and peashooter exhaust outlet, then ran it again.

Voila! On the second go-round, the RMX450Z responded by posting a much stouter 41.5 rwhp @ 8900 rpm, and its torque was also significantly improved going from 15.1 lb.-ft. @ 4100 rpm to a much healthier 28 lb.-ft. @ 6500 rpm. Okay, so at least it’s in there somewhere.

Of course, the bummer was that in order to get a fair assessment of the RMX450Z in EPA-legal trim, we had to ride it with of the emissions controls in place, and when we did, we weren’t disappointed to be disappointed. Out on some of our favorite local trails, the RMX450Z was a downright dog. With its anemic power, the RMX struggled to get up hills and through technical sections that the 2017 Honda CRF250X we had a long was able to handle without any difficulty. The RMX felt extremely heavy and sluggish, and none of our test team enjoyed having to furiously row the RMX’s buttery smooth and positive wide-ratio five-speed gearbox in order maximize what power was available. At least, the RMX450Z’s cable clutch is smooth, linear and durable enough to be hammered without fading. The RMX450Z transmission ratios differ from the RM-Z450 in that the RMX’s first three gears are steeper and its fourth and fifth gears are taller. The RMX450Z’s final drive is only slightly steeper, 13/51 vs. 13/50.

We can also appreciate the RMX450Z’s convenient electric start capability. Thumbing the starter button spins the starter while an automatic decompression system the exhaust cam hangs the left exhaust valve open to reduce compression up to 1500 rpm. Unfortunately, unlike other bike’s the Suzuki also features an on/off switch on its instrument cluster that one must remember to turn off when the bike is put away. Failing to do so will kill the battery (go ahead, ask us how we know). Yes, there is still a kicstarter for back-up, but we found that the RMX can be a bear to start via the kickstarter.

After our initial testing in EPA-compliant mode, we quickly removed the airbox snorkel, the pipe in the muffler to evaluate the RMX450Zs full potential in “stock” mode, and it should come as no surprise that it’s a hell of a lot better with the emissions equipment removed. The uncorked RMX delivers decent low-end punch along with a mid-range and top-end that are smooth but not all that authoritative. That said, Suzuki claims that the RMX450Z isn’t really designed to be a racer, rather it is more of a stout trailbike. We can buy that, as the Zook is fun as long as you aren’t trying to wring every pony out of it. We were left wishing for more power or, at the very least, the opportunity to alter its power character by swapping DFI modules like you can with an RM-Z450. Unfortunately, even though the RMX450Z does have the power coupler plug, it is inoperable, and the RMX’s ECU cannot be remapped. Suzuki claims that the stock map is designed to maximize the available power, but we’re skeptical of that.

The Suzuki RMX450Z’s aluminum twin spar chassis isn’t taken straight from the 2017 Suzuki RM-Z450. Instead, it’s similar to that of the 2009-2010 RM-Z450, and it has been re-tuned to give it better flex characteristics for off-road use. Look at the swingarm and you’ll see that it is also taller vertically than the RM-Z’s when viewed from the side. Suzuki says this was done to optimize the flex. With its 58.5-inch wheelbase, 29° 18’ (’= minutes) rake and 5.1-inch rake, you would expect it to turn well, and cornering may be the RMX’s strongest suit. With the added weight of its electric starter, battery, lighting and other items, the RMX tips the scales at a rather portly 271.2 lbs. even with its rather smallish 1.6-gallon tank filled to capacity, placing 127.6 lbs. on the front wheel and 143.6 lbs. on the rear.

The RMX steers and tracks extremely well when leaned into a bend. All of our testers noted that while the bike does feel heavy, the added weight doesn’t detract much from the type of precise and quick handling for which Suzuki RM-Zs are practically legendary. Whether on flat ground, in a bermed corner, hard-packed adobe or loose sand, the RM-Z carves well. It’s a different story in a straight line at higher speeds, however, as the RMX’s motocross-bred chassis is still too stiff for our tastes. Some testers complained that they could really feel every bump through the footpegs, and the chassis deflects off rocks and roots too willingly, requiring that the rider pay attention and keep a firm grip on the handlebars. More flex in the chassis would definitely help.

At least that’s our take, as the RMX’s Showa coil-spring fork and fully adjustable the rear shock are clearly valved on the soft side. That equate to 12.2 inches of travel that is plush at lower speeds but tends to be mushy when the pace is pushed. Dialing more compression damping helps to prevent bottoming in G-out hits, but it only exacerbates the chassis issues we experienced. Overall, we’d rate the suspension as pretty good for its intended trailie mission, and at least one tester commented that he would love to try a properly valved RMX coil spring fork on the RM-Z450. That’s either a decent compliment or  slap at the RM-Z fork.

We have no complaints with the RMX450Z’s brakes. The 250mm front and 240mm rear discs, both clamped by Nissin calipers, offer plenty of whoah power, and not because the RMX is slow, because in closed-course mode, it isn’t. The binders have a linear feel and do an excellent job of controlling wheel speed no matter how fast you much you are pushing the pace.

And the RMX is comfortable. Its slim yet well-padded seat perches the rider 37.4 inches from the ground, and its cockpit is spacious enough to provide plenty of room for the rider to move around whether in standing attack mode or seated mode.

At $8999, the RMX450Z isn’t all that much of a bargain, and it definitely doesn’t deliver much joy with the emissions equipment choking its motor, but if you ride on private land or on a closed course, that’s an easy fix. What you’re left with is a motorcycle with a lot of potential that really needs a fatter fuel curve and a more compliant chassis in order to truly rock through the rocks. But if you’re a casual trail rider who is a fan of the Suzuki brand, it’s definitely worthy of consideration.

2017 Suzuki RMX450Z Specifications
Specifications
MSRP: $8999
Engine
Type: 449cc, 4-stroke, liquid-cooled, single cylinder, DOHC
Bore Stroke: 96.0mm (3.78 in) x 62.1mm (2.4 in)
Compression Ratio: 11.6:1
Fuel System: Keihin fuel injection w/41mm throttle body
Starter: Eletric w/backup kickstarter
Lubrication: Semi-dry sump
Ignition: Electronic ignition (CDI)
Transmission: 5-speed constant mesh
Final Drive: Chain, DID520MXV4, 114 links
Horsepower (rear-wheel): 15.7 @ 6600 rpm/41.5 @ 8900 rpm* (*with emissions equipment removed)
Torque: 15.1 lb.-ft. @ 4100 rpm/28 lb.-ft. @ 6500 rpm* (*with emissions equipment removed)
Chassis
Rake/Trail: 29° 18’/129.5mm (5.1 in.)
Overall Length: 2185mm (86.0 in.)
Overall Width: 840mm (33.1 in.)
Overall Height: 1265mm (49.8 in.)
Wheelbase: 1485mm (58.5 in.)
Ground Clearance: 320mm (12.6 in.)
Seat Height: 950mm (37.4 in.)
Claimed Curb Weight: 123.5 kg (272lbs.)
Weight (as tested): 123 kg (271.2 lbs.), 127.6 lbs. (front)/143.6 lbs. (rear); 47%/53%
Suspension Front: Showa coil spring inverted telescopic fork, fully adjustable, 12.2 inches of travel
Suspension Rear: Link type w/Showa piggyback reservoir shock, fully adjustable, 12.2 inches of travel
Brakes Front: 250mm disc brake w/twin-piston caliper
Brakes Rear: 240mm disc brake w/single-piston caliper
Tires Front: 80/100-21 51M, tube type
Tires Rear: 120/90-18 62M, tube type
Fuel Tank Capacity: 6.2 L (1.6 US gallons)
Color: Champion Yellow/Solid Black

The post 2017 Suzuki RMX450Z Ride Review appeared first on Dirt Bikes.

Before we start our Honda CRF125F vs. Yamaha TT-R125LE comparison, we just have to say that if you ever see a Honda or Yamaha representative at a motorcycle event, make sure to tell them to thank their respective company for building them.

These diminutive thumpers represent a whole lot more than gateway machines for budding dirtbike enthusiasts. Their stone-reliable air-cooled four-stroke technology, which features good old-fashioned carburetion has been unchanged for decades. Ditto for their steel chassis and other non-exotic materials such as steel rims and drum rear brakes. Their tooling has long been paid for, which means that they deliver a higher profit margin for the manufacturer, which helps to defray the extensive R&D costs associated with the cutting-edge motocross off-road machines in Honda’s CRF and Yamaha YZ/WR four-stroke lines.

But just because playbikes such as the CRF125F and the TTR-125LE are comparatively unsophisticated doesn’t mean that they’re boring. Quite the opposite, they’re true multi-purpose tools that are capable of providing fun for the whole family, regardless of the rider’s age or skill level, and they’re motocross bike-inspired styling makes them attractive additions to anyone’s garage.

DirtBikes.com wanted to revisit some of these playbikes, and our plan was to grab a horse apiece from the four Japanese OEMs for our little comparison, but that couldn’t happen because neither Suzuki nor Kawasaki had models available in their test fleet. Oh well, it happens. Even so, we didn’t want to give up on our plans to explore the low-pressure, fun side of dirtbiking that the CRF125F and TT-R125LE offer.

But to do it right, we needed the opinion of more than just an adult. We wanted a seasoned kid to swing a leg over these machines and tell us what he thought. DirtBikes.com test rider Nic Garvin runs a training school for aspiring motocross and off-road riders as a side business, so we tapped him to recruit a youngster for our test, and he came up with a real diamond in 10-year-old Jett Lessing from East Vale, California. Young Jett is already an accomplished desert racer, having won the 2016 Rocky Mountain ATV/MC WORCS 65cc B championship (seriously beating up on the 65cc A riders in the process), and if things keep going his way he will earn the AMA District 37 Big Grand Prix title in the same class. He was also recently selected to be on the first 65cc team to tackle the notoriously difficult 24 Hours of Glen Helen. Lessing and his Zip-Ty Racing teammates Dustyn Davis, Preston Boespflug, Brennen Watson, Reese Monte and Trysttun Alvarez not only finished the race, they wound up 31^st overall.

The thing is, Lessing is on the small side for his age, a super-fast 10-year-old currently stuck in the body of an 8-year-old. That presented some challenges for our photo shoot as the 30+-inch seat heights of our two test units were too much for him to be able to touch the ground. Simple enough: One of our crew was always there to catch him whenever he came to a stop. As long as he kept moving, he was hell on wheels.

From the moment young Lessing climbed aboard either of the two machines, you could see the grin under his helmet. “These bikes are fun!” he proclaimed, and indeed they are. Whether you are a first-time rider or an adult expert such as Garvin, both the CRF125F and the TTR-125L are sure to put a smile on your face.

As we said, both bikes rely on carbureted, air-cooled, SOHC, two-valve, four-stroke singles with manual clutches for motivation. Both feature the convenience of electric-start but also include kickstarters—just in case, and both sport 19-inch front and 16-inch rear wheels stopped by disc brakes up front and drum brakes out back. Both of these machines are also EPA-legal and are fitted with US Forestry-approved spark arrestors, allowing them to be ridden on designated public land. Yet, there are notable differences between the two machines as well, and our test crew did come to a unanimous decision about which on it favored more.

The CRF125F’s 124.9cc is achieved via a long-stroke engine, with the bore and stroke measuring 52.4mm x 57.9mm and a pump gas-friendly 9.0:1 compression ratio. Right away we noticed how dialed-in the CRF’s 20mm Keihin carburetor is tuned as the bike takes very little time to warm up when cold and throttle response is cleaner and crisper than the TTR-125LE’s. The CRF is definitely tuned for low-end grunt, but its output is silky smooth and unintimidating, a boon for first-time riders. Its power is transmitted through a manual clutch to a four-speed gearbox with a silky shift action.

The TT-R 125LE’s engine measures 124cc as well, but Yamaha went with a perfectly square 54.0mm x 54.0mm bore and stroke, and the TT-R125LE’s compression ratio is also one point higher than the CRF’s, 10.0:1. Fueling is handled by a 20mm Mikuni carburetor that is a lot more cold-blooded than the Honda’s. The TT-R took quite a bit longer to warm up after a cold start taking quite a bit longer to warm up than the CRF125F. Even after it was warm, the TTR-125LE’s throttle response was noticeably softer than the CRF125F’s.

However, once underway, it is hard not to notice just how much more torquey and linear the TTR-125LE is than the CRF125F. Despite its mushier throttle response, the Yamaha outshines the Honda with just a little more oomph through all of its gears, and the blue bike inches away from the red bike on the top-end from gear to gear. The Honda feels linear enough, but its power thins out considerably at the high end of the rev range. Both engines are extremely tractable.

The CRF’s manual clutch and four-speed transmission are pretty much what we’ve come to expect from Honda in terms of performance, which is to say pretty much flawless. Its clutch engagement is smooth and linear, with plenty of range in the friction zone, and shifting is effortless. Again, this is less likely to intimidate beginners. The only gripe we had was that the CRF’s first gear is extremely low, which is great when you’re crawling a long but, otherwise, not so much. However, at least initially, young Jett pronounced that he liked the way the Honda’s engine performed and how easily it shifted.

By contrast, the Yamaha’s clutch has a narrower engagement and feels considerably more grabby than the Honda’s. The Yamaha’s transmission is also very smooth from gear to gear, although not as smooth as the Honda’s. But the Yamaha also brings a little more value by virtue of the fact that it is a five-speed transmission compared to the Honda’s four-speed. That added flexibility helps the Yamaha to stay in the sweet spot of its power a little easier as well, and that’s likely to make it a little more fun as a rider’s skill level progresses.

We didn’t bother to dyno these two “powerhouse” engines, at least not in the conventional manner, but since our test day took place at Glen Helen Raceway, we had a decent makeshift dyno in the form of the legendary Mount St. Helen, the 400-foot climb that is part of the facility’s AMA National Motocross track. Garvin took to the hill on both bikes. He was able to clear the top of Mount St. Helen on the Yamaha, but he came up short on the Honda. Later, however, Garvin’s 24-Hour teammate, Nick Stover, cleared the top of the mountain on the Honda; it just took him a lot longer to get there as he had to rely on the CRF’s tractor-like low gear.

Handling is one area where our two little thumpers dueled to an absolute draw. There is nothing to dislike about either machine as both feature steel backbone chassis that offer light and easy steering along with plenty of stability for their speed range. The Yamaha rides on a slightly longer wheelbase than the Honda, 50.0 inches vs. 49.4 inches, its 28.7° is just a tad more slack than the Honda’s 27°30′ (minutes) rake. Both bikes feature 3.7 inches of trail. The CRF and the TT-R will go where you point them with no surprises. With a claimed curb weight of 198 pounds, the Yamaha is four pounds heavier than the Honda, although the weight difference wasn’t noticeable. Neither bike feels anything close to what we would consider as “heavy.”

The suspension department is one area where these two playbikes separate a little bit again. The CRF125F sports a nonadjustable 31mm leading axle front fork and tried-and-true version of Honda’s Pro-Link rising rate linkage rear suspension with a preload adjustable shock. Suspension travel at both ends is 5.9 inches. The TT-R125LE’s 31mm telescopic front fork and linked rear shock deliver more travel, 7.1 inches up front and 6.6 inches out back as well as the added benefit of preload adjustability in the fork and full adjustability for preload, compression damping and rebound damping in the shock.

Watching Jett tackle the jumps on the vet-styled REM track at Glen Helen, it was apparent that the Yamaha’s additional travel serves it well, as it is far more plush than the Honda’s, a position backed by Garvin’s seat-of-the-pants testing. The CRF has less travel, and it’s stiffer than the Yamaha, front and rear.

Like their handing, braking of both machines is more than adequate. Both feature 220mm disc brakes with two-piston calipers up front, but the Yamaha has a slightly larger rear drum out back, measuring 110mm vs. 95mm for the Honda. Did it matter? Not really. The CRF125F and the TT-R125LE offer confidence inspiring power and a linear feel at both ends, another plus for new riders.

All of our testers, young and old, big and small, preferred the Yamaha’s ergonomics over the Honda’s. When you’re dealing with smaller machines, every millimeter of space in the ergonomic triangle counts, and the Yamaha simply feels roomier than the Honda. On the other hand, smaller riders might appreciate the Honda’s slightly shorter 30.9-inch seat height compared to the Yamaha’s 31.7-inch seat height. That “almost an inch” could mean all the difference if you don’t have Jett’s dad, Garvin or someone else to catch you when you are coming to a stop.

One other small detail we noticed on the two machines had to do with their chain adjustment mechanisms. The Honda CRF125F features the more common nut-and-thread adjusters to help maintain proper chain slack whereas the TTR-125LE uses snail adjusters. We’ve always liked snail adjusters for their ease of use and because you don’t need a wrench to turn them once the wheel is loose.

That’s a small detail, but the difference between these machines is often small though significant. Considering that both of them retail for $3299, it the details that helped us to choose a winner even though we fell in love with both the Honda CRF125F and the Yamaha TT-R125LE. There’s no question in our minds that the Honda carburets more cleanly than the Yamaha, and the Honda’s clutch and transmission action are smoother. However, the Yamaha’s slightly better torque spread, fifth gear, and plusher, more adjustable suspension add real value to the package.

At the end of the day, our feelings on these two machines could best be summed up by the newest member of our test team, Jett Lessing. A man of few words, when grilled about the nuances of both machines, he simply responded, “I like both of these bikes a lot, but I like the Yamaha a little better.”

So do we, Jett. So do we.

2017 Honda CRF125F Specifications
Engine Type: 124.9cc air-cooled single-cylinder four-stroke
Bore and Stroke: 52.4mm x 57.9mm
Compression Ratio: 9.0:1
Valve Train: SOHC, two valve per cylinder
Induction: Keihin 20mm piston-valve carburetor
Ignition: DC-CDI
Transmission: four-speed
Final Drive: chain
Suspension
Front: 31mm telescopic for, nonadjustable; 5.9 inches of travel.
Rear: Pro-Link, single shock with adjustable spring preload; 5.9 inches travel
Brakes
Front: Single 220mm disc with twin-piston caliper
Rear: 95mm drum
Tires
Front: 70/100-19
Rear: 90/100-16
Wheelbase: 49.4 inches
Rake (Caster angle): 27° 30’ (‘= minutes)
Trail: 94mm (3.7 inches)
Seat Height: 30.9 inches
Ground Clearance: 10.4 inches
Fuel Capacity: 1.1 gallons
Claimed Curb Weight: 194.0 pounds

2017 Yamaha TT-R125LE Specifications
Engine Type: 124cc air-cooled single-cylinder four-stroke
Bore and Stroke: 54.0mm x 54.0mm
Compression Ratio: 10.0:1
Valve Train: SOHC, two valve per cylinder
Induction: Mikuni VM 20mm carburetor
Ignition: CDI
Transmission: five-speed
Final Drive: chain
Suspension
Front: 31mm telescopic, adjustable preload; 7.1 inches of travel.
Rear: Single shock, fully adjustable; 6.6 inches travel
Brakes
Front: Single 220mm disc with twin-piston caliper
Rear: 110mm drum
Tires
Front: 70/100-19
Rear: 90/100-16
Wheelbase: 50.0 inches
Rake (Caster angle): 28.7°
Trail: 94mm (3.7 inches)
Seat Height: 31.79 inches
Ground Clearance: 10.4 inches
Fuel Capacity: 1.6 gallons
Claimed Curb Weight: 198.0 pounds
MSRP: $3299

The post Honda CRF125F vs. Yamaha TT-R125LE Comparison appeared first on Dirt Bikes.

Kawasaki’s KLX140G is one of those little strokes of genius that sometimes happens well outside the limelight of the latest high-tech motocross or off-road models in a motorcycle manufacturer’s lineup.

The KLX140G is an all-new model for the “Good Times” company, but it isn’t really all new, and that’s part of what makes it such a smart play. Its engine and frame are clearly in the “tooling’s paid for” column, having been used on other KLX140 models for years, but for 2017 Kawasaki has figured out a way to open up the goodness of its fantastic little playbike to a more mature audience. That makes it an excellent trainer for adults seeking entrée into the world of off-road riding and a fun, “full-sized” playbike or pit racer for the rest of us, all at an affordable price of just $3699.

To create the KLX140G, Kawasaki engineers simply took the company’s popular KLX140L and stretched it out a little, incorporating the L model’s four-stroke Single into a slightly larger package that features the same mainframe with a larger, longer subframe, a longer swingarm, full-sized 21-inch front and 18-inch rear wheels, disc brakes and more suspension travel. The result is a lightweight trail bike with a manual clutch that offers a user-friendly character for full-size folks.

Long a staple of Kawasaki’s four-stroke engine range, the engine couldn’t be simpler. The air-cooled SOHC design has proven itself reliable over decades of service in the company’s playbike line. Its 58.0 x 54.4mm bore and stroke give the KLX an actual displacement of 144cc. Fuel is fed to the engine via a Keihin PB20 carburetor, with cold starting made easy by pulling the choke lever mounted on its cast aluminum triple clamps. The KLX140’s compression ratio is a pump gas-friendly 9.5:1. Like we said, simple.

The starting procedure itself is also as convenient as it gets, as the KLX140G retains the keyless electric starter found on the entire 140 line. Firing up the engine only requires a single press of the handlebar-mounted starter button, and you’re off and running. The system is reliable enough that it eliminates the need for a kick starter.

And just like Kawasaki’s larger machines, power is transferred through a manual clutch—no foo foo centrifugal automatic clutch here—to a five-speed transmission. However, the KLX140G’s clutch incorporates a spring damper to give it a progressive, two-stage engagement feel. Kawasaki says that this feature facilitates half-clutch use when riding at extremely low rpm or idling speeds, giving new riders a little more confidence by making the clutch easier to feed.

The KX140G’s chassis dimensions are what truly separate it from the smaller KLX140L. Its box-style, high-tensile steel perimeter frame incorporates a larger subframe and larger wheels to give the G model a 2.4 inches of additional seat height and ground clearance. The KLX140G’s seat is perched at 33.9 inches vs. 31.5 inches for the KLX140L, giving the G more of a big-bike feel.

Helping to keep the costs down are Showa suspension components that fit the KLX140G’s playbike orientation. Up front, nonadjustable 33mm telescopic front forks deliver 7.5 inches of wheel travel. Out back, Kawasaki’s trademark Uni-Trak rear suspension features a piggyback shock with an aluminum shock body and reservoir. The preload-adjustable shock also features a four-position compression damping adjuster and a 22-position rebound damping adjuster to tailor its 7.9 inches of wheel travel to suit the rider.

So, what’s it like to ride?

Thumbing the electric start button quickly brings the KLX140G motor burbling to life. The exhaust note is quiet, thanks to its muffler, which features a USFS-approved spark arrestor so that the Kawi can be ridden on public land, but the KLX140G mill still offers plenty of pep despite its small displacement. Throttle response is smooth, and the KLX delivers a silky spread of power that won’t intimidate new riders. In fact, the KLX’s engine emits very little vibration and what little buzz escapes is quelled even further by its rubber-mounted handlebar.

As riding skill increases, the KLX140G can continue to provide plenty of fun, even for advanced riders. Our expert tester, Nic Garvin, had a riot while lugging the KLX140 through the rocks like a trials bike, blasting berms and skimming over the sand at our favorite Southern California riding area. Even though it has a small, 1.5-gallon fuel tank, the KLX is such a fuel miser that you can ride the bike for hours without having to replenish it. And if you should find yourself well away from your truck when the KLX sputters, its fuel petcock sports a handy reserve setting to help get you back. Sometimes we wish today’s high-tech, fuel-injected off-road bikes had this feature.

The KLX140G’s five-speed transmission shifts smoothly, and its ratios are perfectly spaced to maximize the power. With a light and linear clutch modulation, it’s easy to keep the engine in just the right rev range, which helps new riders to develop their skills. We can also report that there’s enough power to get you into a little mischief, as one of our vet testers found out when he ate it big time on a rocky uphill. Other than a few scuffs and scratches, the tough little KLX was none the worse for wear, and having the ability to restart the bike without resorting to a kickstarter while in a precarious position on the side of a hill was a real plus.

While there’s a decent amount of suspension travel at both ends, the KLX’s 33mm Showa fork is a limiting factor in the overall package. It’s Cadillac-plush if not pushed too hard, but its 7.5 inches of travel is quickly used up when tackling rough ground at higher speed, and since it is not adjustable, there’s no way to make it any stiffer when out in the field. Out back, the adjustable shock and Uni-Trak rear suspension deliver a plush ride, and it can be firmed up for rough ground, but doing so will only exaggerate the softness of the fork.

But the full-sized little green machine is still a lot of fun for most riders, regardless of their experience level. We really appreciated it in low-speed technical sections where its slim, light-steering chassis delivers nimble and precise handling. The KLX140G’s relatively light weight has a lot to do with that. On our scales, with the fuel tank filled to just under the fuel filler neck, the 140G weighs 217 pounds, placing 48.1 percent of that weight on the front wheel and 51.9 percent on the rear wheel—right in the full-size dirtbike sweet spot. At higher speeds, the KLX’s larger wheels help to deliver a solid, predictable feel through the bumps.

Adding to the KLX’s capability are strong and linear Nissin disc brakes, front and rear, and IRC Volcanduro tires that offer solid grip over a wide variety of terrain. The brakes feature petal-style rotors just like the big KX motocrossers, but their sizes are more appropriate for the 140G, with a 220mm front disc clamped by a dual-piston caliper. A 186mm rear disc and single-piston caliper reside out back.

Our only real issue has to do with the KLX140G’s ergonomics. Kawasaki did a pretty good job of stretching out the KLX140G by using the existing KLX frame, but while the G’s tall handlebar rise helps to make the cockpit feel roomy from the waste up, the seat-to-pegs relationship is bound to be a little cramped for most adults. It’s easily dealt with by alternating between the seated and standing positions, but the KLX140G’s seating position is still more minibike than big bike. On the plus side, the KLX boasts a slim waste line and a comfortable seat.

At the end of the day, we really dig the Kawasaki KLX140G, and we would love to have kept it in our stable for longer than Kawasaki could allow. It seems that the G is in high demand for new rider demos, and our test unit needed to be turned around quickly so that it could be prepped for just such an activity.

There are other choices for adult-sized beginners, but we applaud Kawasaki’s decision to enhance the market with the KLX140G. It delivers just enough performance to make it a lot of fun for experienced riders, but it isn’t likely to intimidate newbies. If that’s the kind of bike you are looking for, we say go for it.

Why should the kids have all the fun?

[See image gallery at www.dirtbikes.com]
2017 Kawasaki KLX140G Specifications
Engine: Air-cooled, SOHC, single-cylinder-four-stroke
Displacement: 144cc
Bore x Stroke: 58.0 x 54.4mm
Compression Ratio: 9.5:1
Fueling: Keihin PB20 carburetor
Ignition: Digital DC-CDI
Transmission: 5-speed
Final Drive: Chain
Front Suspension: 33mm Showa telescopic fork, non-adjustable; 7.5 inches of travel
Rear Suspension: Uni-Trak linkage system and Showa single shock with piggyback reservoir, adjustable preload and 22-position rebound damping; 7.9 inches of travel
Front Wheel/Tire: 21-inch/2.75×21 IRC Volcanduro
Rear Wheel/Tire: 18-inch/4.10×18 IRC Volcanduro
Front Brake: 220mm petal-style disc w/Nissin two-piston caliper
Rear Brake: 186mm petal-style disc w/Nissin single-piston caliper
Chassis: Tube-type, semi-double cradle steel
Rake/Trail: 27°/4.6 inches
Overall Length: 78.9 inches
Overall Width: 31.1 inches
Overall Height: 44.7 inches
Ground Clearance: 12.4 inches
Seat Height: 33.9 inches
Wet Weight (measured): 217 lbs.
Fuel Capacity: 1.5 gallons
Wheelbase: 52.4 inches
Color: Lime Green
MSRP: $3699
Warranty: 6 Months; Kawasaki Protection Plus (optional) 12, 24, or 36 months

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