2009 Kawasaki KLX 250SF: MD Ride Review -…

8 Мар 2015 | Author: | Комментарии к записи 2009 Kawasaki KLX 250SF: MD Ride Review -… отключены
Kawasaki KLX 250

2009 Kawasaki KLX 250SF: MD Review

“My dirtbike is a lot of fun, I wish I could ride it on the I heard, and uttered those many times as I grew up on Aside from the various sorties carried out on XR75s, etc. it didn’t happen. in the early 80s, ABC televised a race that had a mix of pavement, — jumps and racers the various disciplines of motorcycle to put on what turned out to be a great

Although the network pulled the and the phenomenon fell from and as the saying goes, “out of out of mind” here in America, the picked it up and it got big over there. It a comeback in the States around largely due to the massive efforts of World Associate Editor Don the AMA, and the ultimate participation of known personalities like Metzger, Jeff Ward, Henry, and others.

Supermoto’s popularity caused the manufacturers to notice, and so now there is a strong for what are essentially converted such as this Kawasaki Visual differences are pretty – Smaller diameter, 17″ wheels, big brake, aggressively styled That pretty much the visual.

The engine is a water-cooled single transplanted directly the dual sport version. taller final drive to make it more suitable for the sustained speeds on the street. makes acceleration softer, but it means the engine isn’t out at sane street speeds. tops out at about 20, and torque around 14 ft lbs.

Redline is rpm, which you’ll see a lot of. In day and age of fuel injection, it seems a bit of a to the 90s to see a carburetor where you’d to see a throttle body and wires out of it. Add to that, this strange knob that you have to out for cold starting, and don’t to make sure the fuel is open…. Starting couldn’t be due to the absence of a kickstart lever, and the of an electric starter.

Just press the button and it to life.

Suspension front and is shortened an inch from the sport, with damping revised for the shorter travel and for the (mostly, anyway) surfaces of the environment. Coincidentally, the seat is lower by about an inch, as Up front, the fork has 16 clicks of compression damping. Out back, the is adjustable for preload, and compression and damping. Rake is slightly than it’s dual brother, at 25.5 degrees vs.

degrees, and trail shrinks to 2.9 inches vs. the 250S’ 4.1.

a modestly powered 250 needs to be down, and Kawasaki made that the KLX would have no stopping on a dime and giving cents change with a petal disc gripped by a caliper up front and a 240mm combined with a single-piston out back. There isn’t much weight to get slowed (302 lbs fully fueled), so brake setup has it pretty

Riding the KLX after spending 99% of my on larger sportbikes, it’s shocking how easily and quickly bike changes direction. little pressure on either the or right handgrip sees you the KLX flitting from one part of the to the other in the blink of an eye. hummingbird, and that’s how quickly thing changes direction.

That’s not to say the bike is unstable. It is – pretty much, anyway. It does anything evil, but you seem to be correcting your and setting a smooth line a corner or even on the freeway stints preferred) can be challenging, as the quick-handling character takes time to acclimate to.

The smaller front wheel, combined the reduced trail numbers if there are any grooves for the front to follow, it will do so in a hyper-wandering until you get out of the groove.

The suspension from the good folks in proved to be a good compromise compliance — control. bumps were soaked up barely any of it reaching the rider, heavy braking allowed the right amount of weight and pitch.

Engine performance was but to be honest, the throttle cable was tight as a piano wire 95% of the Traffic today is aggressive and with high-horsepower cars trucks and drivers with right feet. You need to be on toes at traffic lights anxious drivers behind

The KLX rider would put a quarter-turn to good use. Vibration the single cylinder engine was low, and the rubber covered do their part to quell the Shifting action of the transmission is quick and positive, with use of the clutch being largely after leaving a stop.

How did that old-fashioned carburetor Quite well, thank you much. Fueling through the passages, jets and past the provided smooth, surge-free response under all conditions the EPA compliant air-fuel ratios.

We saw top from the KLX of 90 mph in a drafting situation, but to push its own air, a typical mph could be coaxed out of it, depending on direction. At these speeds, the KLX somewhat nervous for this but not for the editor (seems his extra raked out the front end a bit) — as if it had a large quantity of energy on an empty stomach.

As expected, out of the throttle at anything over 65 mph getting back on it left the waiting for the gradual re-accumulation of mph. Patience, grasshopper.

The / exhaust is very quiet, should leave touchy with one less thing to about. The seat is not your friend, however. Narrow and hard means it is less of a than a wedge….

Your about the seat could decibel levels exceeding of the exhaust. Spend more 20 minutes at a time in the seat a break and you’ll know we mean.

Instrumentation is compact, and reasonable in the amount of information it – speed, bar-graph tachometer two tripmeters. Fuel economy was not you’d expect of a small engine, that is, 80 mpg and such. As a of the throttle being wide a majority of its time, we routinely saw in the 47 – 52 mpg range.

With a two-gallon tank, not going to go far before needing to but that’s okay, anyway, this isn’t really a distance mileage eater

What’s our verdict? The KLX is an entertaining, admission to the world of motorcycling / riding. The light, predictable combined with the low(ish) height makes it easy to helping the rider stay That light handling makes the bike easy to around when doing a trackday (you know you

It’s quite economical to own and as well. When interacting the urban and campus environment, the KLX is in its element. We like it, but wish it had a bit horsepower, and a bit more trail in the geometry, but those are our only

Kawasaki’s MSRP is $5299 and you can one in any color you want as long as black.

MD Readers Respond:

Kawasaki KLX 250

every single cylinder I’ve ever owned has at almost exactly 20,000 Has they figured out a way to stop from happening yet? Ed

had to say something. I’m an experienced rider and a guy. I teach MSF classes, a 06 R6 on the street, used to roadrace and now a YZ426F in a local supermoto

Why the hell won’t they a OEM motard for me? I am close to getting a 610 or a KTM 690, but I really really want to spend 10K+ for a toy And yet I want more than HP.

Seriously – Honda, Suzuki, Kawasaki can’t build a 500 – 600 cc liquid cooled modern single cylinder engine 3000 mile oil change and reasonable valve check stuff it into a tweaked frame with 17 inchers and sport-touring rubber and call it a motard?

Do you know how fast I would be at my with a deposit if Yamaha a 2010 WR500R for $7,999 (2K the 250cc bike). Or if Suzuki an updated 2010 DRZ500SM? – I’d be waiting when the damn opened tomorrow morning a wad of cash in my hand.

If you know at yamaha – please send this. Hell – send it to all of Brian

Great bike and I to see more available like it. As you the KLX250SF is perfectly adequate for about any sort of riding – at for 20 minutes… I have owned a legal KLX300 and understand About the power; why ask for more?

If you more there are bikes the DRZ or the Duke, Aprilia or Husqvarna, – or a In fact there are many choices for people who want power than for those who less. -todd

All this needs to be perfect is a 19″ front for more stability and a 450cc And a better seat. John

I your review of the KLX 250 SF, dirt set up for the street. I’m 57 and I can tell you that for the 45 years men have sat around and that the ideal city would be a motocross or enduro with 17 inch rims up and good street tires. If you the Internet you can still find that will sell you the (horn, relay, switches, taillight, etc.) to make you bike “street legal”.

Of course you can’t do this and be entirely legal as the engine not have EPA testing and certification. back in the day, lots of did so anyway in places like where the DMV just wanted to see if the honked and the lightbulbs glowed. would then sell the bike to customers in places Manhattan.

As you’ve discovered, dirt bikes don’t good street bikes for the reasons: Not enough power, not a enough range of gearing, too vibration, no weather protection.

brings me to the reason for this Why not test an example of the bike I purchased, a KTM Duke 690? The powerful single cylinder certified for street use (65 hp), a to keep the vibration down, and a six transmission; all wrapped in an Enduro with 17″ cast wheels and Qualifiers.

It’s still not a bike for a long day on the freeway, but else it rocks.

Kawasaki KLX 250
Kawasaki KLX 250
Kawasaki KLX 250
Kawasaki KLX 250


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