inch less at both ends, and seat
height is a little over an inch closer
to the ground. Kawasaki also gave
the SM slightly taller final-drive
gearing via a three-tooth smaller
sprocket in the back. Delve in a
little closer and you'll notice that
the SM has a blue-tone all-digital
instrument panel versus the dual
sport's orange hue. The SM also
has prettier-shaped street bike-
style mirrors and 30mm narrower
handlebars.
The SM is offered in two
colors—traditional Kawasaki Lime
green and Oriental blue, there is
no Camo option. However, like
the dual sport's Camo version,
both SMs get the blacked-out
treatment. There is no price dif-
ference between the green and
blue SMs. Both retail for $5999.
KAWASAKI
KLX300: HIT
THE ROAD
When it gets down to it, there is
only one real thing to compare
from the outgoing KLX250 to the
incoming KLX300, and that's
power. Getting straight to the
point, the difference isn't night
and day. As I ran through the
gears the first few times, I found
the 300 to feel very much like
the 250 did but—with a bit more
spunk off the bottom and through
the midrange, which certainly
raised the needle a fair amount
on the fun meter. When it comes
to low horsepower, single-
cylinder four-stroke engines in
general, given a choice between
having more bottom end or top
end, I'll take bottom end any day,
so I'm happy with the direction
Kawasaki went with the KLX300
when it comes to the motor,
because, in my opinion, more
bottom end (even if it's only a
small increase) equals a bump in
fun, indeed.
The KLX300 isn't particu-
larly fast at high rpm, but I was
expecting that; after all, 300cc's
P100
RIDE REVIEW I 2021 KAWASAKI KLX300 & KLX300SM
The blacked-out
frame, swingarm,
wheels and forks give
the Camo version a
more serious look.
