Cycle News - Archive Issues - 1980's

The new frame enables the shock to be mounted lower and farther forward to improve the_bike's center of gravity, The rear disc brake is very strong but a tad touchy, The longer-stroke motor features a redesigned Kawasaki Intagrated Power-valve System. resulting in a super torquey powerband, it does have more than enough power on top to get the job done. AI though it's still fast at the top of the powerbarid, the KX isn't a revver. Since the Kawasaki's motor is so responsive and torquey, it does require precise throttle control in delicate situations, such as jumping and offcamber turns. If you get a little over rambunctious with the throttle, the front end can get away. from you over the jumps, or the back end can shoot out to the side without much warning. The KX can work extremely well on dry and hard-packed terrain. You can take advantage of the Kawasaki's torque by leaving the KX a gear higher through the turns and it will hook up predictably without excl;ssive wheel spin, or bogging. The KX250 has never been noted for it's great transmission, especially when it comes to the clutch. Last year's KX250 (and the year before that, and ... ) had extremely grabby and rough-workingdutches, but 1987 . ees the best clutch yet in the KX250. Engagement still isn't the smoothest around but it is much improved, as is clutch lever pull. One finger on the lever can get the job done. Shilting was a little harsh and missed shifts weren't uncommon. Suspension is also much improved over last year's KX, mostly in the rear. The new Uni-Trak suspension system soaks up smaller bumps much more smoothly than before while maintaining the strength to handle the larger bumps. Stability is the Kawasaki's strong point when it comes to jamming over a rough section of track. The KX is predictable and doesn't play any tricks. The back end is plushier than the old strut-type Uni-Trak during the initial part of the travel, but is strong enough at the bottom of the stroke to keep it from bottoming. Up front, the Kayaba fork gets the job done adequately. It doesn't quite match the smoothness of last year's cartridge fork on the Honda CR250, but there is less headshake with the Kawasaki. The Kawasaki's overall handling is good, but it doesn't have that nimble feeling through the [urns and over the jumps, when compared to the Honda. In the turns, the KX feels a little sluggish and lazy; the motorcycle is more at home digging through the berms than it is trying to slice its way through an inside line without a berm. The KX also feels a Iittll~ heavy, despite the narrow layout. Actually, the tank and seat are almost too narrow, making it hard to grasp the bike with your knees to keep it under control through a rough section. But in midflight, the bike's narrow tank does come in handy, making it easy to flick around. Some testers felt the KX acts more like an Open class motocrosser because of its torquey. powerful motor and somewhat sluggish handling. The Kawasaki's brakes are some of the finest in the business. We had no complaints with the front disc, but the rear brake is still a tad on the touchy side. If there's any traction at all, the rear disc works flawlessly, but when the ground's hard and marbly, it's easy to lock up the rear wheel and stall the motor. When the pads get real hot, the rear brake isn't quite as touchy. There's plenty of power from both brakes to haul in the KX quickly when bringing the bike to a slOp when it's topped out in fifth gear. Kawasaki's latest KX250 is by fa. the best the company has ever produced, and it rates right up there with the best in its clasS. This could be the year the Kawasaki dethrones the Honda as best 250cc motocrosser because of its super torquey and powerful motor, good suspension and predictable handling. We have no major complaints with the Kawasaki; the forks could use some tuning up. but the motor is spot on. As it stands now, the Honda CR250 is in trouble. The Kawasaki KX250 is on the warpath and looking good.•

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