Despite an overall downturn in motorcycle sales, interest in dual
sport bikes is continuing to rise. The reasons? That is difficult to
say with any precision, but these bikes serve a number of market
targets. The lower displacement 250cc bikes appeal to beginning riders,
returning riders, experienced riders seeking a second bike and
commuters. The price point of the bike we test here, $4,899.00, is
another reason for interest in this category.
Changes to the KLX250S for 2009 are not necessarily large in number,
but they are significant. The KLX250S has better power this year as a
result of a revised exhaust system and new carburetor settings. Gear
ratios were tightened by moving sixth gear closer to fifth. Cooling is
improved with a new radiator design as well.
A slightly steeper steering head rake is said to improve both
stability and turning. A new, stiffer swingarm with much nicer chain
adjusters rounds out the chassis changes.
The suspension is revised with new damping settings and a new rear
linkage (to compliment the new swingarm). Those suspension pieces hold
wheels with beefer spokes and new petal-styled disc brakes (including a
larger 240mm disc up front). Ergonomics get tweaked with
higher/straighter handlebars and a revised seat shape featuring firmer
foam.
A trick new digital instrument panel is very legible, and features a
sweeping tachometer, speedometer, clock, odometer, and dual trip meters.
Kawasaki invited us to Death Valley here in Southern California for
a surprisingly intense press introduction that sent at least one
experienced journalist back to paved roads when he decided the off-road
course was a little bit too tough.
Death Valley should be famous for a lot of things, but it is really
only famous worldwide for one thing. Heat. We stayed at the
appropriately named Furnace Creek Inn near the heart of the valley but
traversed many of its paved roads and unpaved trails (primarily, the
latter) throughout a day of riding that seriously challenged the skill
of the journalists as much as it did the competency of our mount.
After a short stint on paved roads, we immediately dove onto trails
full of rocks of various sizes and shapes (including some of the large,
jagged-edge variety). If you weren't comfortable having your bike slide
around beneath you (including the front contact patch, from
time-to-time), this was a pretty hairy trip. After hours of this stuff,
I wondered how yours truly (weighing in at 210 pounds on a good day)
had not experienced a pinch flat. I found out that Kawasaki had
inflated the dual sport tires to in excess of 20 PSI, both front and
rear. Not a bad thing on the street, I suppose, but a prescription for
dicey traction on the silty, hard-packed trails we would ride later in
the day.
Given my personal background on dirt bikes, I suppose I felt more
comfortable than most during this ride. Frankly, I thought it was a
blast . . . one of the best press intros I had ever attended.
Nevertheless, I had a couple of close calls when I "lost the front"
trying to change directions on the loose shale beneath me.
Overall, the new KLX250S acquitted itself extremely well. It wasn't
too long ago that a fast rider of my girth would bottom the suspension
of a typical dual sport repeatedly, and frequently, on a ride such as
this one. I don't know that I bottomed the fork or the shock on the
KLX250S all day long. Despite this, the suspension felt plush and
controlled . . . soaking up the frequent square-edged bumps (despite
the high tire pressures) without much complaint.
I would normally want more spring preload in the rear shock, given
the fact that I outweigh the target customer significantly. I opted to
leave the rear shock alone when I started the press ride, and I did not
feel that I had any steering issues despite this. The KLX250S displayed
good stability and solid turning capability throughout the day. Despite
the overly high tire pressures (and the occasional front end slide),
the bike felt like it was balanced well, with the right distribution of
weight between front end and rear end. Part of this may be credited to
the change in front end geometry. Whatever the reason, it was hard to
fault the handling of the KLX250S while riding terrain that would leave
the typical dual sport (and its rider) begging for mercy.
The transmission shifted reliably, and presented no issues. At
times, I felt like I could use a stronger brake up front on paved
sections (which is fairly typical for a dual sport, with its relatively
small front disc), but braking was solid and predictable off-road (when
I could get the front tire to bite).
Not surprisingly, the 278 pound KLX250S felt light and nimble. The
seat height also seemed shorter than most dual sports (and at 35
inches, it is) allowing me to get my feet flat on the ground at rest,
and to "dab" when needed on tight, slippery trails.
Despite five hours, or so, in the saddle I couldn't complain about
the seat, either. The width and density of the foam seemed a good
compromise between off-road and street comfort, but as stated, we spent
little time on the road. If you use this bike primarily as a commuter,
you might want a different, after-market seat that is a bit wider and
firmer.
Engine power was very good. The powerband was broad, and despite the
relatively short gearing, the KLX250S was comfortably able to maintain
70 mph on the highway. Overall, I would say power is down a bit on the
new Yamaha WR250R
we tested a little while ago, and the Yamaha could carry higher speed
on the street, but there is a fairly significant price difference (the
Yamaha being $1,000 more expensive).
Still carbureted, but relatively affordable, the Kawasaki KLX250S
receives a good dose of performance and refinement for the 2009 model
year. The bike is fun, and extremely capable off-road. It also features
one of the nicest digital instrument panels available on a dual sport
bike. Available in either Sunbeam Red or Lime Green, the 2009 Kawasaki
KLX250S retails for $4,899. For additional details and specifications,
visit Kawasaki's web site
