Kawasaki klx 250 forum

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Kawasaki KLX 250

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PostPosted: 18:48 - 30 Jan 2011    Post subject: Reply with quote

waffles wrote:
Been off road before? If not, get an electric start bike as you will wear yourself out kickstarting it after you have fallen off. The one thing I dislike about the xr is the lack of electric start!


My right leg is more muscular than my left Laughing
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Old Thread Alert!

The last post was made 10 years, 257 days ago. Instead of replying here, would creating a new thread be more useful?
Sours: https://www.bikechatforums.com/viewtopic.php?t=212875

2018 Kawasaki KLX250

Editor Score: 84.0%Engine 17.0/20Suspension/Handling 13.5/15 Transmission/Clutch 9.0/10Brakes 8.0/10 Instruments/Controls3.5/5 Ergonomics/Comfort 9.0/10 Appearance/Quality 8.0/10Desirability 7.0/10Value 9.0/10Overall Score84/100In the 1960s and early ’70s, small dual-sport bikes were a common and affordable way for new riders to enter into the world of motorcycling. Today sees a resurgence in the tiddler dual-purpose bikes, with Hondarecently offering up its updated CRF250L($5,149, plus $330 destination charge) and the mechanically similar CRF250L Rally, an adventure-styled quarter-liter mount. Yamahacontinues to sell its higher-spec WR250R, which offers greater performance but at an inflated price ($6,699).

Related: 2017 Honda CRF250L Rally First Ride Review


Now comes along a freshened KLX250from Kawasakiafter a three-year hiatus, ringing in at $5,349 for the lime green color option. The worst aspect of the previous model was its lean carburetion that resulted in difficult starting and imprecise throttle responses. Addressing that issue is a fuel-injection system utilizing a 10-hole injector that delivers easier starting and improved performance while purportedly consuming less fuel. The EFI system has actually been available in overseas markets for several years.

For a $200 premium over the green KLX250, you can get it in this attractive digital Matrix Camo version with blacked-out components including its frame, swingarm, engine, rims and fork tubes.


Related: 2018 Kawasaki KLX250 Announced

Related: 2013 Honda CRF250L vs. 2013 Kawasaki KLX250S


The last time (2013) we tested a KLX250, it spat out 24.0 hp at 8200 rpm to its rear wheel, with 13.5 lb-ft of torque produced at 7100 revs. The addition of injection to the DOHC, 4-valve motor yields livelier throttle response, but its output is still quite tame. Kawasaki fitted the KLX’s gearbox with a revised shift drum designed to offer greater precision when shifting through its six cogs. Swapping gears takes only a light effort, and a fairly easy clutch pull doesn’t tire hands.

Short riders new to motorcycling might be intimidated by the KLX’s 35.0-inch seat height, but a the bike’s narrow midsection and its springs settling under a rider’s weight reduces foot reach considerably. A benefit of the tallish seat is a considerable amount of legroom that will be slow to cramp long legs. When its 2.0-gallon tank is filled, Kawi claims the Klixxer scales in at a reasonable 304 pounds. The CRF250L is claimed to weigh 317.5 pounds with its 2.1-gallon tank full.

Light motorcycles are easy to manhandle, even for smaller riders like myself.


The KLX has always had a suspension advantage over its lower-end Japanese rivals, with more travel and adjustable damping, and that holds true today. The KLX’s shock offers 16 levels of compression- and rebound-damping adjustment as well as spring preload, while the 43mm inverted cartridge fork settles for 16 steps of compression damping variance but no rebound adjustment. The CRF250L’s boingers are non-adjustable aside from the shock’s preload. The Kawi’s front and rear suspension travel is listed at 10.0 and 9.1 inches, respectively, which closely compares with the CRF’s 9.6 and 9.4 inches.

Related: KLX250S In 2008 Lightweight Dual-Purpose Shootout


The KLX comports itself well around town, with its injected motor offering enough jump to stay ahead of car traffic if desired. Highway cruising is fairly painless, with the counterbalanced 249cc Single dishing out performance adequate to achieve 80+ mph, although it’s happier at 70. The KLX’s 21-inch front wheel and semi-knobby tires feel a bit odd out on the streets, but the bike’s lithe nature easily heeds the commands of its pilot. Steering responses are quick but always predictable and linear, and a shove on its wide handlebar ensures snappy reactions when needed.

The KLX250 is easy to ride and control, whether riding on asphalt or dirt.


Riding a dual-sport significantly multiplies the places where a motorcycle can be ridden, allowing off-road excursions whenever dirt opportunities present themselves. Our ride on the updated KLX nicely illustrated the horizon-expanding capabilities of lightweight, off-road-capable machines by pointing us into the Santa Ana Mountains, an uninhabited area that feels a million miles away from the concrete-encrusted Orange Country in SoCal despite being right next to it.

The only paved route over the range is Ortega Highway, which is regularly jammed with cars commuting between Riverside and OC counties. Our route took us to the end of Silverado Canyon, at which point became a two-track dirt road with challenging but fun twists through the mountains until emerging north of Lake Elsinore. Despite this riding area being so close to my OC digs, I had never ridden this route.

This doesn’t look like Orange County but it is. Adventures might be closer than we typically think.


The KLX250 shines in this environment. The Kawi’s light weight and willing maneuverability makes even mediocre dirt riders feel in control on difficult terrain. There were several sections with rocks and sand that would be extremely challenging on a large-displacement adventure bike but were relatively undemanding on the little KLX.

Dual-purpose Dunlop D605 tires seem a good compromise of street security and dirt grip. Rear traction is enhanced by the engine’s mild output. First gear is low enough to slowly crawl through nearly anything, with a fairly large gap to a tallish second gear that provides a wide range of speeds – almost 90% of our off-roading was spent in second. As a KLX owner, I’d be inclined to somehow hot-rod this motor to provide a bit more snap.

The KLX250’s power is quite mild, but there’s enough grunt on tap to make riding it fun.


Suspension performance is better than I expected, with admirable compliance without feeling too loose. While it would be insufficient for gnarly hits, it is nicely dialed in for the type of off-roading for which the KLX is intended, and I felt no need to adjust the factory settings during our ride. It handled rock hits without much deflection, and it made street bumps virtually disappear. Excel aluminum wheel rims remained undented despite several poor line choices in rocky terrain.

The KLX’s footpegs and the rear brake pedal are cleated to ensure boot grip even when muddy, and a folding shift lever nub alleviates a bent lever in a tip-over. A skidplate between the lower frame rails protects the engine sump from obstacles larger than the bike’s generous 11.2 inches of ground clearance.

A seat strap under a rider’s butt is my only ergonomic complaint about the reborn KLX250. A small bag atop the rear fender provides stowage for tools, while a helmet lock is provided a few inches below.


A twin-piston caliper bites on a 250mm front wave rotor to provide good speed retardation. Only one finger is needed when riding in the dirt. A single-piston caliper is matched with 240mm rear rotor which proved a bit too aggressive when braking in off-road situations, locking prematurely in low-traction situations. ABS is unavailable on the KLX.

The LCD instrument panel remains as previous, offering a bar-graph tach, dual tripmeters and a clock. A gear-position display would be a nice addition, as would a fuel gauge. Although the KLX’s fuel tank holds just 2.0 gallons, the bike’s 60+ mpg fuel burn should enable a range of more than 120 miles. Its gas cap has the convenient flip-top design with a lock.

Those who claim small-displacement motorbikes can’t be fun probably haven’t ridden a KLX250 off-road. It’s built in Thailand, like most of Kawasaki’s small-bore motorbikes, to keep its MSRP palatable to even small budgets.


Conclusion

The return of the KLX250 to Kawasaki’s lineup is well-timed for the contemporary moto market, offering a proven platform on which to enable the establishment of riding skills for newbies and adequate performance for more experienced riders. Taller newbs who feel cramped on small-displacement sportbikes will find the KLX’s much-rangier ergos much more accommodating.

Most illuminating to me, though, is the horizon-expanding capabilities of lightweight dual-sports like the affordable KLX250. It can adeptly handle commuting and city traffic as well as allowing fun and challenging adventures off-road. Perhaps it’s time to again look toward the dual-sport category for a versatile way to get new riders into the world of motorcycling.



2018 Kawasaki KLX250+ Highs</p>
  • Versatile and affordable fun
  • Easy to ride
  • Quality suspension and brakes
– Sighs</p>
  • Underwhelming power
  • Touchy rear brake
  • Feeling inadequate next to GS BMWs
Specifications2018 Kawasaki KLX250S2017 Honda CRF250LEngine TypeLiquid-cooled, fuel-injected DOHC, 4-Valve SingleLiquid-cooled, fuel-injected, DOHC, SingleBore x Stroke72.0mm x 61.2mm76.0mm x 55.0mmCompression Ratio11.0:110.7:1FuelingKawasaki DFI; TKmm throttle bodyPGM-FI; 38mm throttle bodyIgnitionDigital DC-CDIFull transistorized ignitionTransmissionSix-speedSix-speedFinal DriveChainChainFront Suspension43mm inverted cartridge fork with 16-step compression damping adjustment43mm Showa telescopic inverted fork; 9.6 in. travelRear SuspensionUni-Trak with adjustable preload, 16-step compression and rebound damping adjustmentPro-Link, Showa single shock; 9.4 in. travelFront BrakeSingle 250mm petal disc w/twin-piston caliper (ABS not an option)Single 256mm disc w/Nissin twin-piston caliper (ABS optional)Rear Brake240mm petal disc w/single-piston caliper (ABS not an option)Single 220mm disc w/Nissin single-piston caliper (ABS optional)Front TireDunlop D605F 3.00 x 21-inchIRC Trails GP 3.00 x 21-inchRear TireDunlop D605 4.60 x 18-inchIRC Trails GP 120/80-18Rake26.5°27.6°Trail4.1 inches113mm (4.4 inches)Seat Height35.0 inches34.4 inchesGround Clearance11.2 inches10.0 inchesWheelbase56.3 inches56.9 inchesFuel Capacity2.0 gal.2.1 gal.Claimed Curb Weight304 lbs.317.5 lbs.ColorLime Green or CamoRedMSRP$5,349 (Lime Green), $5,549 (Camo)$5,149 (add $300 for ABS model)2018 Kawasaki KLX250 First Ride Reviewappeared first on Motorcycle.com.



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Sours: http://www.montgomerybikers.com/forums/showthread.php?t=231964
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there is no need to sing the praises of the crf250L
you simply get on and ride quietly where others fear to tread :lol:


there is some truth in this .. I have not tried the klx, or many other small trail bikes, but I have ridden with a few owned by mates.
eg .. the ttr250 is a cracking bike, plenty of power and traction .. but can be noisy and old fashioned in its rough tough delivery.

what is amazing about the crf250L is its lack of amazing surprise.
it just rolls gently over places you may have worried about,
no drama, noise and power (signifying nothing)
just an easy ride that can take you to some awkward places.

the fuel uptake is great at very low revs
its FI is fab and easy

no roaring, or spinning of rear wheel with chunks of grassy hillside flinging out
just a modest advancement to where you want to go .. safely.

.. so how can you sing about that?
its not an endure bike
not all that high powered
its weak to average on the road,
but great on small tarmac lanes,
great for long distance tarmac roads (tyres permitting) .. comfy seat and riding position,
very good (for perpetual novices like me) on trails but a bit heavy and sometimes cumbersome on technical bits

but overall ... fab (if that's your thing)

Last edited by garyboy on Tue Oct 17, 2017 2:06 pm, edited 2 times in total.

Sours: https://adventurebikerider.com/forum/viewtopic.php?t=44925
KLX 250 MCM Mod

2021 Kawasaki KLX250  (Super motard, 249 ccm)
2021 Kawasaki KLX 250S  (Super motard, 249 ccm)
2020 Kawasaki KLX250S  (Super motard, 249 ccm)
2020 Kawasaki KLX 250  (Enduro/offroad, 249 ccm)
2019 Kawasaki KLX250  (Super motard, 249 ccm)
2019 Kawasaki KLX250 Camo  (Super motard, 249 ccm)
2019 Kawasaki KLX250S  (Super motard, 249 ccm)
2018 Kawasaki KLX250  (Super motard, 249 ccm)
2018 Kawasaki KLX250 Camo  (Super motard, 249 ccm)
2018 Kawasaki KLX250 Final Edition  (Super motard, 249 ccm)
2018 Kawasaki KLX250S  (Super motard, 249 ccm)
2017 Kawasaki KLX250  (Super motard, 249 ccm)
2016 Kawasaki KLX250  (Super motard, 249 ccm)
2016 Kawasaki KLX250S  (Super motard, 249 ccm)
2015 Kawasaki KLX 250S  (Super motard, 249 ccm)
2015 Kawasaki KLX250  (Super motard, 249 ccm)
2014 Kawasaki KLX 250S  (Super motard, 249 ccm)
2014 Kawasaki KLX250  (Super motard, 249 ccm)
2013 Kawasaki KLX 250S  (Super motard, 249 ccm)
2013 Kawasaki KLX250  (Super motard, 249 ccm)
2013 Kawasaki KLX250SF  (Super motard, 249 ccm)
2012 Kawasaki KLX 250SF  (Super motard, 249 ccm)
2012 Kawasaki KLX 250S  (Super motard, 249 ccm)
2012 Kawasaki KLX 250  (Enduro/offroad, 249 ccm)
2011 Kawasaki KLX 250SF  (Super motard, 249 ccm)
2011 Kawasaki KLX 250S  (Enduro/offroad, 249 ccm)
2011 Kawasaki KLX 250  (Enduro/offroad, 249 ccm)
2010 Kawasaki KLX 250SF  (Super motard, 249 ccm)
2010 Kawasaki KLX 250S  (Enduro/offroad, 249 ccm)
2009 Kawasaki KLX 250 S  (Enduro/offroad, 249 ccm)
2009 Kawasaki KLX 250 SF  (Enduro/offroad, 249 ccm)
2007 Kawasaki KLX250S  (Enduro/offroad, 249 ccm)
2006 Kawasaki KLX 250 R  (Super motard, 249 ccm)
1983 Kawasaki KLX 250  (Enduro/offroad, 246 ccm)
1982 Kawasaki KLX 250  (Trial, 246 ccm)
1981 Kawasaki KLX 250  (Enduro/offroad, 246 ccm)
1980 Kawasaki KLX 250  (Enduro/offroad, 246 ccm)
Sours: https://bikez.com/models/kawasaki-klx-250-discussions.php

250 kawasaki forum klx

Quote:

Originally Posted by prousemouseView Post

hey guys,
about to take my klx250s from Alaska to Patagonia.
i need to create a spare parts kit and was wondering what you would recommend.
thanks!
T

Couple more ideas ...
More important than carrying spare parts would be to do a really good Pre-Trip Prep on your bike before departure.

Learning your bike INSIDE and OUT also can really help ... knowing where problems may appear and how to fix them ... and head them off with good prep before they ever happen.

Ever done a LONG multi-month trip on a bike before?

Lots of potential problems can be avoided ... also the need to carry spare parts ... simply by doing really good pre-trip prep.

Here are just a few things I would do before my trip:
1. Fit NEW quality DID X-Ring chain and NEW OEM sprockets, carry TWO spare
front sprockets and change them out every 10,000 miles (16K km)
Changing front sprockets will extend chain life by 5,000 miles or more.

2. New name brand, quality Battery. (Yuasa, Deka)

3. Tires: start with NEW tires and quality real rubber tubes. Carry at least 2 spare tubes. (I carry 3) Think about your tires and know how many miles you will get out of your rear tire. Your front should last over 10,000 miles. Rear?
I'm guessing on a loaded KLX, maybe 5K to 6K miles? (10k km)

If starting in Alaska, then you should plan to fit NEW tires near US/Mexico border. This set of tires should get you to Colombia, where tires are readily available versus other countries en route. Some carry a spare rear tire on rear rack. (I did, but I was on a 650, your 250 rear tire should last longer)

4. If you are thinking of packing spare cables, maybe think twice. I prefer to fit NEW cables before departure if they are in question. Once done, you are good for at least 25,000 miles, so no cable worries, no need to carry spares on board. OEM Japanese cables last a LONG time if unmolested. Never use after market cables like Motion Pro (Crap!). OEM only!

5. Make sure ALL your bearings are in PERFECT condition: Wheel and Hubb bearings, Swing Arm bearings, Steering head bearings should ALL be perfect and freshly greased.

If questionable ... replace with new bearings. No need to carry spares unless doing lots of underwater riding. Keep Salt Water off your wheels, bearings and such or rinse ASAP after exposure. Remember: Bearings of ALL types are available at most large truck or Auto parts stores in Latin America.

6. Make sure ALL your wiring is perfect. The more mods you make to lighting, heated gear and other mods, means you have potential for failure.

I would carry small elec. Quik-connectors, wire, fuses, multi-meter. Make sure any elec. mods are done perfectly ... or they will FAIL down the trail. Know your wiring and know where to look if you have a problem ... it's almost always
where a "mod" has been done.

7. SEAT - IMO, very important and underrated. A pad or Sheep skin is not going to get it. A quality custom seat, wider than the skinny plank on stock KLX will make a huge difference in your long day comfort. Home made efforts rarely compare.

8. Spare Nut & Bolt kit.
Make up a kit of common OEM sizes using quality Japanese nuts and bolts. Include washers, springs, spacers, long and short, big and small. I've maintained kits like this over 25 years ... it's mostly my riding buddies who end up using my
nut/bolt stash.

The rest is just basic prep, going over fasteners using BLUE Loc-Tite checking tightness of everything. If a particular part of the engine leaks oil, then pack spare gaskets as needed. (hard to find South of the border)

Do as much research as you can handle to learn ALL about your KLX. But remember, the dirt bike riders will have problems you will never likely have.
With good prep I'd guess you'll have little trouble with your KLX, but the more knowledge you have, the better.
Sours: https://www.horizonsunlimited.com/hubb/
KAWASAKI KLX 250

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