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/127810
(Left) Despite adding the KDX220 to the family, the KDX200 will still be offered. They perform about the same, except that, believe it or not, the 200 is a little faster on top, though the 220 has better bottom end. Despite the relatively minor differences, there's a fairly significant price difference, as the KDX200 carries a suggested retaiJ:price of $4;299 and the 220 $4,549. Kawasaki is quick to point out that the KDX220R still costs less than any comparable 250cc oU-road bike on the market. As for the KLR300, it took on more changes over its predecessor, but still retains many of the 250's standard features such as liquid-cooling, a perimeter frame and 43mm inverted cartridge forks. Both the fork and the shock are provided by Kayaba and feature external, 16-way damping adjustability. improve braking power, the KLX now uses the exact same front brake caliper as used on the '96 KX250. In the back, Kawasioo actually reduced the diameter of the rear rotor. Other changes included going to larger radiator shrouds and making the oil filler more easily accessible. Unlike the KDXs, the KLX comes with a durable O-ring chain. The KDX still comes with wimpy, non-O-ring chains. Kawasaki claims the KLX300 weighs only eight pounds more than the KDXs at 231 pounds (dry). And the price? Kawasaki tells us the new KLX300R will carry a suggested retail price of $4,699 and, again, Kawasaki is quick to point out that that's some $500 less than the MSRP of the Honda XR400 and only $100 more than the XR250. Kawasaki recently invited us to Idaho for a quick riding impression of all three motorcycles, and we came away impressed and somewhat surprised. We were surprised in the fact that we wrongly assumed that the 220 would be automatically better, or should we say more powerful, than the 200. After all, bigger is better, right? Actually, after riding both bikes over a two-day period on some of the best, single-track trails we've ever ridden, neither bike is actually, head-over-heels better than the other - they're just different - power-wise, that is. Handling and suspension action are id~nticaI, as expected, but each bike has a personality of its own when it comes to power. The 220 definitely hits harder off the bottom than the 200; in fact, the (Right) The KDX220 (shown here) and the KDX2ooi00k Identical except for slightly different graphics. (Below) Despite incraasing the bore by 18cc on the 220, both the 220 end 200 share the same stroke. The 220 also has a slightly smaller carburetor. Obviously the biggest change with the 300 is its larger displacement cylinder, up 43cc over the previous model. The four-valve, double-overhead cam motor now boasts 292cc but the stroke remains the same at 61.2mm. Kawasaki opted for a 34mm Keihin CVK carburetor over the 32mm carb used in the 250. To lessen the chance of stalling, the ignition timing has been changed as well, and to aid starting, the 300 uses an automatic compression release system. Chassis-wise, the KLX300R features an all-new, longer and stronger aluminum swingarm, and both front and rear suspensions have been stiffened. To bike nearly jumps out of your hands when you first open 'er up. Midrange is okay, too, but the power tapers off on top. The 200 is just the opposite. It has your typical KDX200 power off the bottom, slightly less than that of the 220, but pulls quite well in the middle and on top of the powerband. Simply said, the 200 feels slightly faster when revved out than the 220, but doesn't hit as hard off the bottom. Midrange is about the same on both bikes. In stock condition, the 220 works best when the going gets tough, where just getting through a nasty section is more ~ 0\ ...... 0 N 6) ~ I:l OJ ::0 Z 7