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/127604
eTEST ,.-" ; 1994 Kawasaki KX2SD-K1 ~ boot has a smaller cross-sectional area to inarease airflow speed. After the fuel mtxture is burned, it exits through a res expansion chamber and a SOmmo~c By Chris ]onnum Photos by Donn Maeda ve ry two . years without fail, Kawasaki gives their KX125 and KX250 a total makeover, whether they need it or not. Even if the green machines happened to win every shootou t the year before, you can bet they'll be revamped when the model year ends with an even number. Honda used to keep the same schedule with their CR250, but apparently even "Big Red" decided that updates would be enough for 1994. With the fresh batches of Honda, KTM, Suzuki and Yamaha MXers all looking quite familiar, the new Kawasaki is anything but "old hat," thanks to an all-new frame and bodywork. But.while few would argue that the KX25O's totally new look is pleasing to the eye, it doesn't necessarily follow that the changes will yield improvements in performance. More than once, manufacturers have turned competitive motorcycles into failures, simply to try and satisfy their marketing reports. We at Cycle News fell in love with last year's KX250, so when we first got a photo of the new Kawie, our initial rush of excitement was followed by a feeling of paranoia. Had our old friend been replaced with a back-stabbing imposter, or would we like the new chum even better? Spending some time with the stranger was the only way to find out. E 18 . .... . Is it as new as it looks? A quick glance over the KX25O's list of changes reveals that the bike has received more than just aesthetic updates. The engine's exhaust and transfer port shapes have been revised in an effort to boost low-end and midrange, and the exhaust port's duration was shortened by two degrees. The compression ratio is higher and the piston pin is now taper-bored, making it five grams lighter. To decrease the coolant's flow resistance, a single hose connects the radiators to the engine, replacing the '93's twin hoses. The transmission's input shaft is three millimeters larger in diameter, and the serrations on the change shaft are larger. In addition, the expensive NGK R6254E-9 spark plug was canned in favor of a standard BSEVX. A new, lighter, injection-molded airbox incorporates the side panels and rear fender as walls, and the air is fed to a carb that features a different cutaway. Also, the engine-side rubber carburetor T e revi d ngme s in Uwasa.ll;ji·'!1- thir . II: voluonary e arne, hid'! still has yet to be imitated by another manufacturer. Steering head angle remains the same at 26 degrees, but the 57.6-inch wheelbase is a full inch shorter than in '93. Rounding out the changes to the more compact frame are a switch to hollow steel frame gussets, from the welded type of last year's model, and a steel subfrarne, which replaces the '93 model's aluminum unit. The new swingarm has a hollow, castaluminum cross pipe and pivot area, while last year's bike had a casting that was welded to an extrusion. Larger, lighter-weight swingarm main tubes replace the dual box-section lubes of '93. Kawasaki received nothing but praise for both their front and rear suspension last year, but they still decided to update both ends. Apparently they subscribe to the "if it ain't broke, fix it anyway" theory . The stellar fork retained the same spring rate and valving, but the outer tubes received a special coating to reduce initial harshness. The shock's compression damping valve got an increase in d iameter from 14 to 18mm, the linkage ratio was altered and the spring rate was increased from 4.7 kg/mm to 4.9. Finally, works-type wrap-around fork guards replace the skinny protectors of last year . While riders raved about the '93 KX's suspension, they lamented the brakes, which tended to get mushy over time. Kawasaki apparently tired of watching KX riders blowing through turns, as they gave the front master cylinder less free stroke and mounted up a more rigid caliper. Also, the new pads have a higher coefficient of friction. The plastic disc guard is no longer used. Out back, the master cylinder got a 1.3mm-Iarger piston diameter, while the caliper's piston diameter was decreased 3mm, to 27mm. Also, the brake hose is now a highexpansion unit. In the ergonomics department, the KX250 got all-new plastic and a lower, dual-density urethane seat-foam block. The handlebars have a lower bend, as well as steel end-plugs to reduce vibration. Another change worth mentioning is the number on the KX's price tag. like all the other Japanese manufacturers, Kawasaki has been adversely affected by the declining yen, and the KX's $4949 MSRP is a full $600 higher than the '93 model. ~ '.. , . .' ~' .' . ' ., ' .