Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/126784
(Above) The huge silencer/spark arrester is now oval. quieter and more restrictive. (Below left) The 198cc motor pumps out 29 horsepower. (Below right) The Kayaba shock has four compression damping settings. Bottom-end power is one of the KDX's strongpoint. It can pull the rider out of many tough situations when momentum slows and rpm drops - situations fike getting stuck halfway up a loose, rocky hill or in deep mud. Even hopeless-appearing situations - like losing momentum halfway up a steep hill - the KDX is game; just drop it into first and hold the throttle wide open and it pulls and pulls much li·ke a larger displace-' ment four-stroke motor would. (Compared to the Honda XR200R fourstroke, though, the KDX pulls much harder down low.) Power doesn't end at mid-range, either. Strong low-end combined with decent mid-range and good top-end makes the KDX a fast little scoot not blazingly fast, but just plain fast. The Kawasaki is very happy in terrain where wide-open riding is required, such as in the desert. We spent a full day's worth of riding in the desert and were very pleased. The KDX powered us through sand washes, up sandy hills and along miles of straight, flat-out powerline roads without the rider ever wishing for more horsepower. If we weren't winding the KDX wide open in the desert, we were putting it through its paces in the mountains. The only problems we faced came at high altitudes. Above 6000 tains. The only problems we faced came at high altitudes. Above 6000 feet, the KDX knocks and loses some jetting, the KDX performed quite well overall. We also spent a few fun hours trying to drown the KDX 200 in semideep waterbeds and stream crossings; we failed. The worst we could do was get a small cough now and then, but it never stalled. The spark plug, ignition system and airfilter are well protected from splashing water at high or low speeds. After we compiled a few hundred miles on the KDX, throttle response was still crisp and strong, and the motor's top end seemed tight. Since this isn't a long-term test, we can't really say if the KDX is reliable or not. But, even after all the abuse we gave it, we didn't experience any engine failures ~ that's a good sign. Flawless. That about sums up what we think about the KDX's suspension. We have not yet ridden a bike that has better suspension for woods, canyon or desert riding. The KDX can be pushed very hard over rough grounds with confidence. It is rare for it to swap over whoops, and we gave it plenty of chances to swap. One time, in the desert, we aimed the KDX down a four-mile stretch of whoopde-doos; the bike stayed incredibly stable. The rear end would bottom now and then, but when it did, it wasn't harsh. Shock fading wasn't a problem; we faded before the shock did. The only time the KDX didn't feel stable was topped out in sixth gear on flat and sandy surfaces. Then it would SLartto wallow and fishtail, and sometimes it got a little scary. Riding the KDX on narrow mountain trails through rocks, trees and over ruts and logs, was easy. But sometimes riding through tight trail switchbacks at speed, the KDX had a tendency to lose the front end, washout and try to dive off the trail before the turns. That forced the rider to stick out his foot to correct it. A different tire might cure the problem. Even though the KDX seemed to wash out in the tight, narrow turns, it turned too slowly on wide turns with berms. Trying to square off a turn by using a berm wasn't all that easy; we found ourselves drifting over berms, even lNith the bike leaned way over. After some practice, we managed to get the knack: it takes sitting way up on the tank with shoulders over the handlebars. That's a must on the KDX. Slowing the Kawasaki down is reasonable but could be better. The front brakes works well, but the shoes wear out after a shon period of time. We would much rather see a disc brake or, at least, a double-leading shoe type nex t year. The rear brakes get the job done quite well without the worry of it locking up causing stalling. Both front and rear binders were not affected by stream crossings. The bar/peg/seat relationshjp is a comfortable one. While riding over rocks, through twisty trails and over jumps the KDX is easy to maneuver and throw around. At first, the handlebars felt a little too low, and we were concerned about hittin~ourknees on them through tight turns - but that' never actually happened. We quickly adapted to the low-swept bars. Our biggest gripes about the Kawasaki is its fuel oapacity - it's still too small. We could only manage about 50 hard-riding miles per tankful; we'd like about 70. ' On the subject of the fuel tank, the stylish blue-and-whit.e decals arejunk. Before we even rode the KDX, those pretty little decals were bubbling up, the edges peeling off. After an hour's worth of riding, one decal was completely torn off; the other side's decal remained in one piece, but had a serious case of the "bumps" - bubbles underneath. The Kawasaki KDX200 is still the best small-bore enduro bike we've ridden, but there is room for improvement. Next year we'd like to see a larger fuel tank, a front disc brake, a safety seat; even water-cooling. Retail price for the KDX is $1699, and it's worth every single penny.• .y. Specifications Engine type Air-cooled. lingle-cylinder. reedvalve 2-ltroka Bore 8< stroke. . . . . . . .. 66x68mm Displacement 198ec Compression ratio ........•. 7.7:1 Car.buretion 32mm Mikuni Horsepower 29 bhp@ 9000 rpm Ignition ..........•......... COl Lubrication . . . . . . . .. 30: 1 Pre mix Redline 9600 rpm RPM @ 60 mph 7300 rpm Gear Ratios Primary 2.863:1 Final. 3.692:1 6th 0.869:1 '5th 1.041:1 4th. . . . . . . . . . . . . . . . .. 1.235: 1 3rd 1.633:1 2nd 2.000:1 1st 2.769:1 Calculated speed in gears at Redline 78.36 mph 6th '66.41 mph 6th 66.14 mph 4th . 3rd 44.42 mph 2nd 34.06 mph 1st 24.69 mph Frame Chrome-moly steel. single-cradle Rake 28° Trail , .••. 4.8 in. Front suspension type Telescopic air fork Fork tube diameter ......•. 38mm Front wheel travel 10.2 in. Rear suspension type Uni-Trak single-shock awingarm Rear wheel trevel 11.0 in. Front brakelltype/size) 4.7 x1.4-in. drum Rear brakes (type/size) 4.3 x1.2-in. drum Front wheel (type/size) .... Aluminum alloy rim. spoked. 21 in. Rear wheel (type/size) ..... Aluminum alloy rim. spoked. 18 in. Front tire ........•• 3.00-21 4-ply Dunlop K790 Reartire 4.00-18 ply Dunlop K790 Dry Weight 210.6Ibs. Wheelbase ...........•.. 66.3in. Fuel capacity ..•.......•• 3.2 gal. Ground clearance 13.4 in. Seat height. . . . . . . . . . . . . .. 37 in. Colors Green or red Retail price $1699 • 31