Cycle News - Archive Issues - 2000's

2003 Kawasaki 10<250 By CHRIS JONNUM PHOTOS BY KINNEY JONES VfFil hat .!J. headline is a direct quotation from Kawasaki's Marketing Group Executive Vice President Bob Shepard, who delivered it at the recent press introduction for the 2003 KX250 motocrosser. One year ago, such a bold statement would have drawn nothing but laughter, as the green company had yet again unveiled a largely unchanged motocross lineup that went on to finish at or near the bottom of Cycle News' 125 and 250cc MX shootouts (some talented test riders even believe that Kawasaki's KXs had gotten worse over the last few years). Even now, Kawi's apparent confidence must be observed somewhat skeptically, as the company still doesn't have a fourstroke motocrosser, and it has drawn ample criticism following the recent news that it and Suzuki are teaming up on some models (although that same news can be presented as evidence that Kawasaki is indeed getting its company in order). ~rDm Lhe J/[P _ As any sane moto-head would be, I was stoked to get the opportunity to spend a day at Washougal, a track at which I've attended several Nationals, but where the only riding r've done was at the recent WOReS off-road race. This time, I would be roosting not through the iocal tree-lined singletrack and setting knobbie to moto track only occasionally, but spinning lap after lap around the picturesque facility. Actually, I got in even more riding than I had initially planned, as first one of my test riders, then another, canceled out at the last minute, leaving me to evaluate the two bikes on my own. Fortunately, even one lap was sufficient to answer my first question: Would the 2003 10<250 be different than the 2002 model? The two bikes aren't even comparable (actually, even a look at the new motorcycle should have been enough to tell me that). Bad suspension and motor characteristics can be rectified, so the most important thing with the new bike was that Kawasaki get the chassis right. The first thing you notice about that chassis is that you don't notice it, and that's a good thing. Whereas the old bike felt big, wide and long, and constantly caught on the cuffs of riding boots, the new one is basically invisible. When one does force oneself to focus on it, one will realize that it is narrow and nimble, and that it easily accommodates changes in body position. The bike both comers well and is stable, seeming to find the happy medium between the ultradarty Suzuki RM and the rock-stable Yamaha YZ. Kawasaki raised eyebrows with its decision to do away with the rear shock's highspeed-compression adjuster, but its technicians insist that testers liked the suspension performance better without it (in addition, many riders were misusing it, cranking the adjuster all the way in under the impression that it was a loose nut). I liked the suspension and didn't miss the adjustment, as I never used it much anyway - except, occasionally, as a cheater method of altering the ride height. I did, however, back out the '03's regular compression adjuster one click on both the shock and the fork, and dialed in one click more fork rebound damping to keep the front end from popping up over jumps (stock, rebound and compression are both 13 clicks out). Faster, heavier riders will probably want to go the other way with the compression dials. The 10<250 engine isn't all-new like its chassis or the 10<125 mill, but it has been so extensively updated that you'd be surprised at how noticeable the difference is. Last year's KX250 had a weird all-midrange feel that made it frustrating and difficult to ride, but this new model boasts a wide, linear powerband that is both high-performing and user-friendly, apparently thanks in part to the new ignition and power valve. The power comes on sooner but not Violently. In fact, the increased boost down low aids the transition into the midrange. I'm not much of a top-end screamer on 250s, but I was nonetheless able to notice that the motor didn't fall on its face above a certain rpm, as did the 2002 bike's. This actually encouraged me to try riding more aggressiveiy, but I had the best luck after Kawasaki tester Mike Fisher told me to try not downshifting for comers. When I revved the bike on straights and lugged through corners (leaving the bike in third gear for much of the track), the bike was fast and super-controllable, with a direct correlation between throttle position and speed. Actually, "lug" might not even be the right word, as the new KX has plenty of power to pull third gear out of tums. Kawasaki seems to have gotten the details right, as well. The brakes are strong and good-modulating, and I didn't miss a shift all day. The clutch did feel a little on the stiff side at the end of the day, but that can probably be blamed more on my lack of a second test rider than a glitch with the bike. Kawasaki is clearly tired of being the magazines' whipping boy in MX shootouts, and it should be interesting to get the new green machine on the track with the other 2003 machines. Chris Jonnum 54 JULv31,2002' eye I III n III _ S Kawasaki's own Joel Albrecht hams it up for the camera. You'd be happy, too, if you were riding your employer's brand-new bike on a track like Washougal. At any rate, the unveiling of the 2003 KX250 and KX 125 - models with long-awaited, entirely new chassis and long improvement lists - is proof that the boasts are not completely idle. Clearly, Kawasaki is Intro Info TRACK: TR1

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