Kawasaki KLX 250SF Long Term Evaluation

7 Апр 2015 | Author: | Комментарии к записи Kawasaki KLX 250SF Long Term Evaluation отключены
Kawasaki KLX 250SF
Kawasaki KLX 250SF

Kawasaki KLX 250SF Long Evaluation

After riding my ZX-6R for a time, I began to about riding a smaller something I could just out anytime, anywhere, with a of hassle and maintenance. Originally I of just getting a trail like a Kawasaki KLX140L. but I was at Florida Motorsports in Naples I the blue 2010 KLX250SF and I this would be the ideal

It just looked so cool, with the bright blue on its RK Excel wheels that me of the anodized rims on BMX bikes the 1980s. So I made a deal on it and the new KLX was the next day and my adventure with supermotard-inspired thumper began.

now had my 250SF for more than a and I’ve put some mileage on it and I my review of it would be much comprehensive if I waited until now to it rather than a simple evaluation. Sadly, Kawasaki has the ‘SF’ model, however the off-road-oriented KLX250S. which is the model that the SF was based off of, is available and it’s essentially the same bike with wheels and suspension settings. So if in the market for either model this review should be

My very first impression of the KLX it arrived was was that it is a rather bike for a 250cc-class platform.  it did not seem as large in the showroom, but I was pleased by its size — wasn’t some part-time bike; it was a fully-capable road that could take me I was yet more pleased I decided a street-legal machine like rather than that bike I was considering.

I won’t grind you down all of the KLX’s technical specifications, but things should be noted for of my final opinions on the 250SF.  the SF and S models are based on the very high-tensile steel box-beam frame, which also the engine underneath and provides two engine guards at either The welds on the frame are pretty and the frame design grants easy access to all components on the

  The MX-style bodywork has the same of finned air shroud for the dual plus there is a small electric fan.

Mechanically, is a pretty simple bike in terms — power from a 249cc, liquid single-cylinder dual overhead-cam that is fed by a Keihin CVK34 The lack of electronic fuel does keep the price however the Honda CRF250L is injected and has a lower MSRP verses $4499 for the Honda).  The version of this bike, as the D-Tracker, is fuel injected so why not the U.S. model?

  Who knows perhaps we will see fuel on the KLX250S in the near future.  The and the current S model are 50-state which is no easy feat for a engine these days, becoming CARB -compliant.

The way achieved this was two-fold; the is jetted to run extremely lean and is an added fresh-air injection that increases the temperature of the which is supposed to further off any exhaust gases — of like a cheap catalytic The result of this emissions-compliant jetting is very quirky and running behavior that I to discuss. Let me explain…

This setup makes me for fuel injection like before.  The KLX bikes are notoriously to start, even when warmed up.  The situation is actually a bit strange — the starts easily when and choked, however if you cut the engine it is warm and try to restart it right you will need to partially it or you will be exercising the starter more than you should.

  The is to wait a few minutes and the engine fire right up without the choke.  This could get annoying when making stops, and when I first this odd behavior I was wondering if was actually something wrong a stuck carburetor float.  this is normal for the KLX — and it makes me wish all the more this bike was fuel

  Other than this, the 249cc engine requires an long time for warmup for an this size; usually 10 minutes.

Somewhat to my dismay, are no easy way to partially-choke the engine the choke knob is sprung so it return to its off position unless engaged.  So you either fully-choke the or not at all; anything in-between you to hold the choke knob so it not spring back to the running

  This would not be much of an except that starting the fully-choked will immediately it up to 4000 RPM, which is not a good way to start a cold That would certainly it up quicker, but it’s better to it a few minutes at lower idle to let the oil circulate through the engine allowing it to rev that high.  So I myself having to hold the knob (located on the engine partially out during warm-ups to the engine to idle at a lower RPM stalling.

Something worth mentioning is a result of the exhaust air-injection it increases exhaust temperature so that on some occasions I the header glowing orange, at idle!  At first I wondered if was the result of the engine’s extremely-lean but upon further examination I it was caused by the air-injection system its job.

That kind of would not only surprise but it would alarm people do not realize it is a normal effect of the device. Kawasaki should about mentioning that in the manual.

Once fully up, the thumper runs great and has low-end power and throttle The six-speed transmission felt a bit at first but now that it has been it shifts very smoothly and is a joy to There is a positive neutral that should be helpful to riders.

The clutch pull just right and the combination of a dual-piston caliper/300mm pedal-disc up front and the rear single-piston pedal disc gives bike exceptional stopping which I had to take advantage of times to avoid oblivious

One thing the 250 is not is quiet — and to me, not a good quality for this engine. The stock muffler little to subdue the engine’s characteristic lawnmower-like exhaust and aftermarket slip-ons seem to do to mitigate this as well; just making it louder.

  Some people may like the way sound, but to me, all single-cylinder, four-… tend to sound like however the exhaust tone to become more motorcycle-like as the RPM Fortunately, the Kawasaki engine very high, pulling to its 10,500 RPM redline.  Low-end is very good and the SF has no trouble up with frenzied urban

While cruising at highway the engine is running comfortably 5500-6500 RPM with plenty of to spare.  You can quite easily run the KLX on the at 70 MPH with no concerns, and there is little vibration in the handlebars, nor is the overly buzzy.  While jaunts are handled with ease, this bike is best suited to an urban

Kawasaki KLX 250SF
Kawasaki KLX 250SF

  I’m not saying I wouldn’t use the SF for a daily commute — in fact, I but the gearing on this bike lends itself well to roads and city riding.  this point is the KLX’s two-gallon fuel capacity, and both the S and SF can achieve around 65 the fuel tank still small and there is no fuel That makes little to me on what is supposed to be a fun adventure-bike.

are larger-capacity aftermarket fuel available, though.

KLX 250SF has a backlit LCD display. Image Kawasaki.

One characteristic of this is the amount of mechanical noise it especially at low RPM when it produces a sound, which is not an engine of any sort, but it tends to alarm new users of this bike.  there tends to be quite a bit of noise and a pronounced ‘pumping’ from that large doing its job.  All of this is normal though, and the KLX engine is to be extremely durable.

  Also worth noting is given the 11.0:1 compression of the engine, I would recommend only premium fuel possible.

Now for the more important how does the SF handle?  Quite all around, in my experience.  The suspension is not and this bike can handle and twisty roads in a manner makes it even more fun my ZX-6R in some respects.

  No, I’m not — bikes this are in a class all their own and I do not think are many bikes out there could out-corner the SF. The engine good power at both low and RPM and the bike has enough power to your ride fun.

lists the SF as 302 pounds, but it feels lighter on the road. The stock Winner tires do their job and hard braking will not excessive compression in the forks.  On the of the forks, Kawasaki’s website that the 43mm inverted-cartridge has 16-way compression and rebound but I could not find any means of The rear UNI-TRAK suspension 8.1 inches of travel, a remote reservoir and has a 16-way adjustment for and rebound damping .

Rider is as you would expect from a of this type, which is to very comfortable and unencumbered.  The LCD cluster is large and the blue is nice, but I think the tachometer could be improved; the RPM numbers are small and could be difficult to at a quick glance.  Putting minor issue aside, are two trip indicators as well as an warning, and the display is easy to even in direct sunlight.

  The 33.9-inch seat height is low to accommodate most riders difficulty and rear foot are provided for a passenger. There is a toolkit that is attached to the fender, and even a helmet on the side of the bike. General on the KLX is as easy as it should be on any bike size. although I wish the had provisions for spools to set the bike on a more easily.

Having this much time the KLX250SF, I find myself getting excited to ride it almost like the feeling you get you ride a new bike.  The SF is really much fun to ride.  It’s the of bike that you will take out for a ride even if you no particular place to go and a fantastic for both new and experienced riders.

KLX 250S

Kawasaki KLX 250SF
Kawasaki KLX 250SF
Kawasaki KLX 250SF
Kawasaki KLX 250SF
Kawasaki KLX 250SF
Kawasaki KLX 250SF

Interesting articles

Tagged as:

Other articles of the category "Kawasaki":

Our partners
Follow us
Contact us
Our contacts


Born in the USSR


About this site

For all questions about advertising, please contact listed on the site.

Motorcycles catalog with specifications, pictures, ratings, reviews and discusssions about Motorcycles.