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/127676
1995 Kawasaki KXs and KDX200 n the development schedules of the four Japanese motorcycle manufacturers, off-road and mini models typically take a back seat to the 125 and 250cc motocrossers. More often tha n no t, the eig hth- and quarter-liter MXers en joy ex tensive modifications, while the little bikes and off-roaders receive only the requisite bold new graphics. This year, however, Kawasaki has opted to vary from the norm. They've chosen to fine-tune their stellar KX125 and 250 (not surprising, since bo th saw major refinements las t year), while ad ding an all-new mini machin e and completely updating their m ost popular enduro/trail bike. That's right. For once, the little guys may have more to be excited about than the adults. That 's because Kawasaki will be offering a brand-new KX100 to their - lineup for 1995. Actually, the new bike is really just a KX80 Big Wheel w ith a larger bore, which is to say that it is a KX80 with bigger wheels, a bigger bore and stiffer suspension. Bikes of up to lO5cc are eligible to compete in the Super Mini division (the class most Big Wheels are entered in) , so most riders bored out their Big Wheel 80s last year. Now they won't have to. The KX80 Big Wheel has been discontinued. Apart from bold new graphics, th e normally sized KX80 is identica l to last year's model. The KX100 also receives the updated stickers. The other big news in Kawasaki's '95 dirt lineup is the KDX200. Th is bike, always a big seller for the green team.has been thoroughly updated for the new year. Perhaps the most interesting update is the move to a perimeter frame, similar to that of the KX125 and 250. Kawasaki is obviously sold on the idea r which is billed as being more rigid, as their entire MX and off-road lineup (except for the KXSOO) now uses perimeter fram es. Surprisingly, all of the other major manufacturers seem satisfied with traditional frames . Geometry is also different, as the steering head angle has been steepened to 26.5 degrees, and the wheelbase is 15mm shorter. Obviously, this should result in a quicker-handling machine. According to Kaw asaki, th e more rigid frame means straight-line stability is not sacrificed . The swingarm is also said to be stiffer, the result of a cast cross-piece. Up fr ont, th e inverted fork wa s shelved in favor of a 43mm conventional cartridge un it . Just as quickly as they took the market by storm, inverted forks now seem to be falling out of favor, and & KDX200 ... KX100 24 we wouldn't be surprised if the move in the case of the KDX is a harbinger of th ings to co me on the MXers . The fork features 16-way com; pression damping and chamfered fork bushings. While the chassis may be the biggest news, the KDX200's engine has also seen updates. The connecting rod has been carbon treated over its entire length, rather than just at the big end, a practice that is said to increase strength. The crankshaft balance ratio has been changed from 55% to 78%, in an effort to cut vibration, and the hollows in the crankshaft flywheels have covers so that the primary compression ratio will be increased. The clutch is 5mm larger than last year, and the dual radiators have increased capacity. A mechanical type seal is now used on the water pump, and Kawasaki has lengthened the expansion chamber. Roun ding out the changes to the KDX are new plastic side panels and radiator shrouds, as well as a narrower seat Kawasaki's ill-fated KDX250 has beeJ1 dropped from the lineup for '95, and it is doubtful if the overweight machine will be sorely missed. Though the KDX200 and KX100 may be the headline grabbers, that doesn't