Cycle News - Archive Issues - 2000's

be going a lot faster on the morepowerful KX. Even though the KX rides a little stiffer these days, it's no less unwavering on the roughest of tracks, and the bike comes dialed in almost perfectly out of the crate. We made little in the way of "clicker" adjustments at either end. Overall handling is supreme, as usual. The bike is as stable as a rock at speed, and it goes where you point it. It can be twisted and bent through the turns with ease; the tighter the turn, the better the KX works. The KX still feels a little cramped, though. It's not nearly as spacious, for example, as the Honda CR125 and Yamaha The KX also gets beefier legs for '01. Other than a few twists of the airscrew, the carburetion on our KX was delivered to us (in stock condition) spot-on and elicited, in fact, one of Emig's first comments about the bike. He thought the KX ran very crisp and clean, and so did we. One thing about the KX is that your left foot will never get bored. Keeping the KX in the meat of the powerband requires a lot of shifting, and luckily that's simple to do with the KX's tranny. The shift lever itself For stockers, the KX's handlebar is quite comfortable, and we wouldn't hesitate leaving it on until it got bent and needed replacing. The control levers are also worth keeping. Getting the top of your boot snagged on the bottom of the left side panel is still an annoying problem with the KX, but drilling a small hole in the side panel and running a zip-tie through the airbox is a quick fix (though it should be unnecessary). Although we're still getting to know the little KX, we already love it. Yeah, it's a little more hyper now and probably best suited for Intermediate and Expert riders, but the KX is certainly a nice surprise. Whether or not Kawasaki's 125cc championship streak will continue this year remains to be seen, but if it does come to an end, we know it won't be the bike's fault. eN YZ 125, so taller riders beware. both ends a little more girth, which is now a necessity since you're go i n g to A:;..----,:::: is easily accessible and all it takes is a light tap with your boot and you're instantly in the next gear. Clutch pull is about as light and easy as it gets, too, but you don't really need it to catch the next cog. While the KX's motor has been criticized in the past, the opposite is true of its suspension. Luckily, Kawasaki did not mess with an already good thing, except for giving ~@§@O[?O@!JjvO@fJ!J~ fd@@ fJ MOTOR Cylinder head has new squish band and compression ratio for bottom·end and midrange. Piston dome is l.5mm higher to complement new squish band. Cylinder ports raised by 0.5mm and exhaust ports reshaped for better top-end. Transfer ports reshaped for better low-end. Cylinder exhaust bridge is machine-relieved for more consistent tolerances. Engine case transfer area is reshaped and shallower at cylinder base to boost primary compression and low-end response. Reed·cage mating surface machined 4mm to move reed cage and carb closer to crankshaft (improves throttle response). Intake tract altered to better direct airflow. Horizontal stabilizer wing added to reed cage to reduce turbulence at low rpm. Shift-drum pins ar now separate, polished parts instead of being part of shift drum end plate (smoother Shifting). Silencer is almost two inches shorter for lighter weight and better midrange. End cap is attached with 6mm screws to make repacking easier. KIPS changes prevent valve flutter at high rpm and open valves more quickly for better midrange. New Mikuni TMX36 carb replaces Keihin, allowing needle to sit closer to intake system and boosting bottom-end (air boot altered to go with new carb). Smaller igniter with single multi-pin connector (was two) and slightly retarded timing. Flywheel is 4.5 ounces lighter for better response (three other flywheels are available to tune performance). CHASSIS Shock spring has stiffer initial rate so rear rides higher for better cornering. Hollow Uni-Trak bolts are lighter and use larger threads. New damping settings on fork make initial response more plush. New axle clamps reduce fork underhang and unsprung weight. Steering stem is now tapered and bolts are 5mm shorter with 10mm heads. Front-brake caliper has 19-percent larger pistons and longer, lighter body with added strengthening ribs (master cylinder has larger piston to move bigger caliper pistons). More aggressive brake-pad compound, front and rear. 20-inch front wheel available as an after-purchase option. !ZffJw&J0ffJD:I5 f:M.{ fJ fd@ ENGINE Two-stroke single w/KlPS DISPLACEMENT 124cc BORE x STROKE ............•.•..•••••................... .54.0 x 54.5mm COOUNG Uquid-cooled CARBURETION ...........•.....•..••......................Mikuni TMX36 INDUCTION Crankcase reed valve COMPRESSION RATIO ...••...............9.7:1 (low speed), 8.0:1 (high speed) IGNITION Digital COl TRANSMISSION 6-speed FRAME High-tensile steel perimeter design with aluminum subframe RAKE/TRAIL 26°/4.3 in. SUSPENSION Front Kayaba, inverted telescopic cartridge fork, 46mm, 18-way compression and rebound damping Rear Kayaba, UNI-TRAK single-shock system, preload, 3-tum high- and 20-way low-speed compression and 18-way rebound damping WHEEL TRAVEL Front _ _ 12.0 in. 13.0 in. Rear ..............•••••.••••.•.......... _ TIRE Front _.........•.....................80/l00x21 Dunlop D739FA Rear. '" 100/90xI9 Dunlop 0739 BRAKES Front ........•....•.•.•••..•................Single 220mm hydraulic disc Rear .................•..................... .single 190mm hydraulic disc O/A LENGTH ..........••.•..••••.••..•.........................83.9 in. O/A WiDTH 32.1 in. O/A HEIGHT .47.6 in. GROUND CLEARANCE 15.4 in. SEAT HEIGHT 37.2 in. DRY WEIGHT 191.7lbs. FUEL CAPACITY ...•........................................... 2.25 gal. WHEELBASE ...............•.••••••.•..•...................... .56.3 in. CLAIMED DRY WEIGHT: ..................................•.....191.7 Ibs. MSRP: _ $4949 cue' • n • _ S • FEBRUARY 7, 2001 31

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