Cycle News - Archive Issues - 1990's

Cycle News 1995 09 27

Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles

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The cylinder head is all-new, and compression has been raised in search of better mid- and top-end p.ower. The high- and low-compression ratios are up to 8:4:1 and 9.7:1, respectively, from 8.1:1 and 9.3:1. To boost low-end power, the Keihin PWK35 carburetor underwent a couple of changes. Two airflow control wings have been added to the air-funnel end of the carb, and they are claimed to increase the air-intake velocity. The needle jet is now nickel-plated for greater durability. Carbon-fiber reed valves, new ignition timing, and improved clutch and transmission components round out the motor updates. The wall thickness of the expansion-chamber head pipe was increased from 0.8mm to 1.0 mm for _greater durability. Though the chassis is the same as last year's, the area near the swingarm pivot and linkage mount has been beefed up considerably. A thicker lower-frame cross pipe is claimed to yield improved traction and more predictable suspensicin action while traversing washboard surfaces. Suspension changes are extensive. The Kayaba shock has been revalved an.d has a larger port piston that smooths rear-suspension action. New Uni-Trak linkage ratios compliment the new shock valving and beefed-up frame. Up front, though, is where the biggest news of all is found. Kayaba's 46mm inverted forks grace the front end of the machine, yet weigh the same as last year's 43mm units. Improved damping is yielded by the forks' increased oil capacity, and greater rigidity is a benefit as ~ell. To improve the bike's stopping abilities, a shorter front-brake hydraulic line and new master cylinder are found on the front of the bike, while a new rear brake pedal is featured out back. The new pedal is beefier than last year's, and should exhibit less flex. Stronger rims, a Sunstar rear sprock- Kawasaki 1CX125 (Left) The key to success: Kayaba's 46mm Inverted forks work superbly on the KX line. The massive legs gobble up anything and everything thrown their way. (Below left) ergonomically, the Kawasaki KX125 is comfortable and easy to maneuver on. (Below) Though It underwent several changes In hopes of upping the power output, the KX125 engine has very little In the low-end department. Top end Is the motor's forte. et, a redesigned fuel cap and stiffer seat foam round out the changes that the '96 KX underwent. And of course, let's not forget about those snazzy new colors. You can't judge a book by its cover••. More so than in the 250cc class, power is crucial in the 125cc division. 50, does the '96 KX125 have gobs of power? Yes and no. We suspect that the KX125 probably makes more peak power than any of the other '96 125s, but the spread is painfully narrow. The KX doesn't have much low-end power, and less-skilled riders may find themselves falling off the pipe on tighter tracks. Mid-range power is decent, right up to par with most of the competition, but the KX really begins to shine up on top. Once the bike gets going, look out. On fast tracks,· or in the hands of a fast rider, the KX125 rips. Top end overrev is incredible, and lazy or fatigued riders will appreciate the KX's ability to overrev in almost every gear. To help the KX's lack of low-end power, we ditched the stock 50-tooth rear sprocket and replaced it with a 51. The added tooth helped, especially at tighter courses like Castaic Motocross and Starwest Supercross Park. Even so, liberal amounts of clutch abuse was required to get the mean greenie going. Still, we're confident that with a little massaging by your local hop-up shop, the KX can bark with the best of them. While the engine may be it's weak point, handling is the KX's forte. W~ were comfortable from the moment we threw a leg over the bike. Suspension action is incredible, and the KX gobbles up everything from slap-down landings to square edges with equal ease. Much of our testing was done on Carlsbad Raceway's rock-hard, square-edged track, and the KX did nothing but inspire confidence. On the choppy uphill, the KX tracked straight and true as it powered up and over the steps, potholes and stray dirt clods. On the downhill, the front end shined as it slapped down from the drop-off jumps, and the rear end soaked up the braking bumps at the bottom of the hill without a twitch. Under heavy acceleration in whooped-out ruts, the rear end stayed straight and soaked up the bumps well enough to allow us to stay comfortably seated - there was never any unexpected bucking out back. On supercross-style tracks; the KX suspension is a bit soft, and aggressive LIIl Price $4749 D1..-c_II EngIne type 124.8cc Liquid-cooled ~ ~ Ben x IIroIIa 54 x 54.5mm ColIpr... )~ RIIIo •...•........ 8.4-9.7:1 CwtMllIoIt 35mm Kellin IgnIIan DigilaI CO 1..=:1 ) 6 SlIrIng splIm Kick Full eipICIly , 2.2 gal. ............................ 57.3in. SlIt hIIght 37.4 in. Front 801100 x21 ........ ................... 100'90x19 Front-wtIIIIlravII 12.2 in. .....~lravII......•.......... 13m. Front bI'lIke Disc ..... bnIla Disc FInII dIM CIIIIIIId dry WIight Chain 191 Ibs. riders will require at the least a set of stiffer forks springs. The compression and rebound damping should be fine in stock condition for most riders. Like it did last year, the KX will carve an inside line if directed to, yet remains stable in high-speed sections as well. In flat, dry corners with a powdery berm on the outside, the KX is equally at home sliding up the inside or powering through the loose stuff.. Thanks to the shorter front-brake hydra\i1ic line, braking action is improved considerably. In the past. KX brakes have had a mushy feel, but that sensation seems to be a thing of the past. The front binder is strong, but not grabby. 0 complaints here. As for the rear, it feels about the same as it always has, but we suspect that the new brake pedal will provide a consistent feel for much longer than it's predecessor. The old pedal w~ fiexy and tended to get a Ii ttle floppy in time. The new front number plate gives the bike a more modem IQok. lsn't it funny how Yamaha was initially criticised for debuting the new shape, yet three out of the four manufacturers now sport the same design? As a package, the KXl25 has quite a bit of potential. We know we've said it time and time again, but it's easier to ma~e a slow bike fast than it is to make an ill-handling bike handle well. As for that purple stuff, well, there's always Acerbis and UFO... fi'; While'Cycle News believes the foregoing test reliable. it is the opinion of the reviewer only and should not be relied upon in determining the performance or safety of the vehicle. The reader should mJlke his or her uwn investigation. 21

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