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Thursday, February 25, 2016

Yamaha Zuma 125 Urban Crosser 2016

Yamaha Zuma 125 Urban Crosser 2016 google doc

Yamaha Zuma 125 Urban Crosser 2016 really interesting news is the lack of it's. By itself it would be a worrying sign but a look at Yamaha’s Canadian 2016 lineup (which typically mirrors the USA) provides some exciting insight. In Canada is similar except it includes a heavily updated BWs 125, which is the Canadian name for the Zuma 125. Most likely Yamaha USA has delayed announcing their 2016 Zuma 125 because it’s not quite ready for showrooms and they don’t want to tank sales of the outgoing version, but we should see an announcement in the next few weeks.

Style aside,Yamaha Zuma 125 Urban Crosser 2016 gave this machine some nice functional upgrades. The front brake moves to a larger disc (245mm vs. 220mm) and with twin pistons in the caliper instead of one. There’s also a sweet disc brake in the rear now instead of a drum. The suspension details aren’t all announced but the front forks are larger diameter (31mm vs 27mm) and the rear suspension looks different.

Yamaha Zuma 125 Urban Crosser 2016 google doc

Yamaha also bumped up space in the cockpit with a claim of more knee room, which is great because the outgoing model was a bit tight here for 6 footers. With that said, it still looks a bit tight in the photos. There’s also nice new folding passenger pegs, a 10% larger fuel tank and somehow Yamaha got almost 50% more space out of the underseat storage area (7.6 gallon vs. 5.2). It looks like this was achieved by extending the butt of the scooter and making it a bit deeper.

What’s not changed seems to be the engine, which has all the same specs. Even there the are some obvious external changes (i.e. exhaust cover, fan cover) so it’s possible Yamaha’s even tweaked this. Hopefully we get some more details and a USA announcement soon.

Wednesday, February 24, 2016

The Yamaha FZ-09 Streetfighter 2016

The Yamaha  FZ-09 Streetfighter 2016 google doc
Yamaha’s Crossplane Concept CP3 engine serves as the beating heart for the FZ-09. This is an 847 cc, liquid-cooled, in-line triple that cranks out 64.3 pound-feet at 8,500 rpm; due in part to the staggered, downdraft intakes meant to open up the powerband a bit and make it start to come on earlier in the rpm range than systems with equidistant intakes. As one might expect, the engine follows a symmetrical firing order, which gives it smooth power-pulse delivery, and a counter-balancer cancels out the rocking couple to further smooth out the engine.
Though the Yamaha factory saved weight everywhere it could, induction control was apparently too important to pass up. The Yamaha Chip Control Throttle (YCC-T) is a fully Ride-by-Wire (RbW) system that reads engine rpm and current throttle opening to reconcile changes in throttle-grip position against the engine’s needs. Yamaha’s Drive Mode (D-Mode) feature allows the rider to switch between three separate premapped settings for quick and easy changes to power delivery and throttle response, so you can change the performance profile as needed.
The Yamaha  FZ-09 Streetfighter 2016 google doc

For me, the most interesting part of the engine would be the connecting rods. (I know, it’s a rather mundane part, but bear with me.) The factory uses the “Fracture Split” method to actually break the big end open, then bolt the two halves around its throw on the crankshaft resulting in a perfectly-mated joint. I have to wonder how many conrods the engineers destroyed trying to perfect that method, but I digress.
The six-speed transmixer comes geared to make full use of the expanded torque curve while keeping the rpm reasonable at cruising speeds. Designed to work with the narrow three-banger engine, the gearbox helps keep the drivetrain trim and fit ahead of the rear. 

Sunday, February 21, 2016

Yamaha WR 125 X Urban Supermoto

Yamaha WR 125 X Urban Supermoto google doc
The Yamaha WR125X’s handling matches the engine performance: the suspension is firm yet plush and the rear has preload adjustment. It’s by no means difficult to ride, and anyone over 5ft 8in will have no problems, but new riders and those wanting to put a flat foot to the ground will find its seat high making heavy traffic precarious.  Once on the move it’s a doddle, of course. But the strong brakes are a tad sharp and could catch out an inexperienced rider in the wet.
Yamaha WR 125 X Urban Supermoto google doc
Get on the WR125X and the first thing you'll notice is its sheer physical presence. With a full-sized Supermoto design, it's easy to mistake this for a higher capacity bike.But the surprises don't end there. Twist the throttle and feel the punchy response of a fuel-injected, liquid-cooled, 4-valve, 4-stroke, SOHC single-cylinder engine as it delivers an rpm count that'll have you tearing up city streets and back roads.For great road holding, 41 mm front forks and linkage-type Monocross suspension are combined with a massive 140-section sports rear tyre. And 17 inch front and rear wheels get remarkable stopping power from a 298 mm front disc and 220 mm rear disc.
The Yamaha WR125X’s all-new, single-cylinder, water-cooled motor is the most advanced in the class and is free-revving, zesty and, for a 125, fast – especially compared to rivals. 70mph is achievable and I’m sure it’ll indicate 80mph on a down hill run with a tail wind and a whippet-like Danny Pedrosa for a rider.   

Friday, February 19, 2016

Triumph Tiger Explorers 1200 Adventure Bike 2016

Triumph Tiger Explorers  1200 Adventure Bike 2016 google doc
Triumph Tiger Explorers 1200 Adventure Bike 2016 reminded us of the soulful nature of its big 1215cc triple. An awful lot of motor for the adventure category.  Apparently, Triumph thought consumers needed even more power, so the 2016 Explorer line, consisting of three off-road focused XC models and three road-biased XR models, gets revised triples with even more power and torque.
Several other changes, and the nature of the six models are discussed in the following Triumph press release:
TRIUMPH INTRODUCES SIX NEW MODELS
  • NEW Triumph Tiger Explorer XR and XC ranges
  • 6 new motorcycles – Explorer XC, Explorer XCx, Explorer XCa, Explorer XR, Explorer XRx and Explorer XRt – an Explorer for every adventure
  • 1215cc triple engine with shaft final drive with more power and more torque – the most powerful in the adventure segment
  • NEW rider-focused and active technology
  • NEW cornering-optimized Traction Control and ABS
  • NEW TSAS – semi-active suspension system
  • NEW low seat variants
  • NEW first-in class electrically adjustable screen
  • NEW Hill Hold Control system
ATLANTA (November 17, 2015) – The new Tiger Explorer family has been conceived, designed and built to deliver the ultimate transcontinental adventure motorcycle for every adventure rider.
The new Triumph Explorer range is divided into two distinct model variants – the XR series, designed and optimized to deliver the ultimate on-road ride, and the XC series is designed to excel off-road. Both the XR and XC models are more than capable of performing in either environment.  The range-topping Explorer XCa and Explorer XRt models offer an unprecedented level of equipment and technology to provide a motorcycle completely prepared for any adventure – no matter the distance or destination.
All models, from the range-entry Explorer XR and Explorer XC through to the top tier XCa and XRt, feature a 1215cc triple engine, unique in the large capacity adventure segment, delivering its power through a final shaft drive. The triple engine’s power is delivered smoothly and progressively across the rev and speed ranges through its linear torque curve. A torque-assisted clutch makes the clutch action incredibly light, in turn making both long distances and stop-start urban riding less demanding on the rider. The engine performance is also enhanced through a new exhaust system, with a distinctive resonant note.
The new Tiger Explorer features a host of technological upgrades with a particular emphasis on state-of-the-art active technology to ensure superb stability and control.
These features include:
  • Triumph Semi-active Suspension
  • Corner optimized switchable ABS and Traction Control
  • The introduction of Rider Modes, including a rider programmable mode
  • Hill Hold control
The new Tiger Explorer’s overall performance is given a new level of dynamism through the use of WP adjustable suspension on the two entry-level models.  The other four models feature the groundbreaking Triumph Semi Active Suspension system. This allows the rider to electronically control the adjustment of the front and rear suspension damping, automatically adapting the rear shock absorber pre-load settings to reflect the terrain being covered and providing optimal grip and drive in any situation.
Triumph Tiger Explorers  1200 Adventure Bike 2016 google doc

To give the rider the handling, control and response they want to negotiate well-made roads and broken terrain in all conditions, the Tiger Explorer offers as standard multi-channel switchable ABS and traction control on the entry level XR and XC models. The other four variants come with cornering-optimized ABS and traction control, to ensure superb stability even when approaching the most challenging apex.
The Explorer XCx, XCa, XRx and XRT all feature an Inertial Measurement Unit that, through a series of strategically positioned sensors, monitors and responds to the bike’s movement status, calculates the lean angle of the bikes and uses this measurement to ensure greater stability by optimizing the performance of the ABS and traction control systems.
Add to this the choice of up to five different Rider Modes – four which are pre-set and one which can be programmed by the rider – which alters the configuration of the bike to suit riding style, road and weather conditions.
Additionally the new Hill Hold Control feature prevents the motorcycle rolling back when attempting to set off on a steep incline – particularly beneficial when the motorcycle is fully loaded or carrying a passenger.
A new engine with more power, improved handling, rider and active riderfocused technology packaged in a family of bikes with a contemporary look and style that are distinctly their own. Featuring sharp new lines giving a stylish and muscular look and combining to deliver enhanced rider and passenger thermal comfort. Additionally all models introduce a first-in-class electrically adjustable screen that allows the rider to constantly tailor aero protection and comfort whilst riding.
The new Triumph Tiger Explorer range, with its choice of specifications and switchable, selectable and programmable features, is a range of bikes that allows riders to tailor their desired adventure, to go anywhere and everywhere from the daily commute to the corners of the earth.

Triumph Tiger 1200 Adventure Bike 2016 google doc

Spec highlights include (varies depending on model):
  • Unique 1215cc triple engine with shaft final drive
  • Contemporary and distinctive Adventure styling
  • 2 Low seat variants (available on Tiger Explorer XRX and XCX models)
  • ABS and traction control
  • Cornering-optimised ABS and traction control
  • Up to five selectable Rider Modes, including rider programmable
  • WP adjustable front and rear suspension
  • Triumph Semi Active Suspension
  • Brembo monobloc 4-piston radial calipers
  • On-board computer
  • Advanced on-board computer
  • Inertial measurement unit
  • Hill Hold control
  • Tyre Pressure Monitoring System
  • Electrically adjustable screen
  • Electrically adjustable Touring screen
  • Immobiliser
  • Spoked wheels (XC models)
  • Cast wheels (XR models)
  • 12V Power socket/s
  • 5V under seat USB socket
  • Heated rider/passenger seat
  • Heated grips
  • Cruise control
  • Hand guards
  • Aluminium sump guard
  • Plastic sump guard
  • Radiator guard
  • Engine bars
  • Fog lights
  • TPMS
  • Machined footrests
  • Pannier mounting kit

Thursday, February 18, 2016

KTM 125 EXC 2016 The special edition Six Days

KTM 125 EXC 2016 The special edition Six Days google doc

KTMT125 EXC 2016 The special edition Six Days when offroad sports with a history of success that can even compare to that of KTM. The special edition of the Six Days models celebrate this success with performance upgrades and special top-of-the-line components. In 2015 the ISDE (International Six Days of Enduro) will be held in Slovakia, and the KTM model line-up has been Suitably equipped to handle anything the muddy and rocky terrain can throw at it.
The compact and lightweight power plant of the KTM 125 EXC Six Days is the most modern engine in its class and delivers unbeatable performance. Fitted with a power valve, 6-speed transmission it is designed specifically for enduro rough conditions.

KTM 125 EXC 2016 The special edition Six Days has bodywork with extremely slim ergonomics and excellent contact points between rider and machine. It provides unlimited freedom of movement.
All EXC models are fitted with the super strong, tapered handlebars Neken made of high tensile aluminum alloy. The proven standard KTM mount Allows the handlebar to be fixed in four different positions. A new light switches made by Leonelli is designed to fulfil the requirements of Enduro use. The open hand guards are serial equipment providing optimum protection of the rider's hands.

The modern frame design of the 125 EXC Six Days, Comprising lightweight, high strength, chrome-molybdenum steel section tubes, combines maximum longitudinal stiffness with optimum torsional stiffness. It guarantees easy handling and precise steering behavior, as well as excellent ride stability. So the new frame is not only shines with the new color, Cleary It also represents the benchmark in terms of weight and stability. The frame shines in the same color orange as the KTM factory racing team, making the event more attractive styling. Thanks to the frame design and in conjunction with the PDS rear damping system, impacts at the rear wheel are optimally absorbed and dissipated. For MY 2016 the frame is protected by a robust frame guard.
KTM 125 EXC 2016 The special edition Six Days google doc

The KTM Six Days models are equipped with a 48 mm 4Cs closed-cartridge forks from WP Suspension. The 4-chamber technology (4Cs) patented by WP not only Provides a key benefit in terms of responsiveness and consistent damping characteristics, It is also lighter and oil services PROVE to be far simpler than on the conventional closed-cartridge versions. Naturally, the setting can Easily be adapted to track and rider in a matter of a few clicks at the top of the fork: compression damping on the left-hand shaft, rebound damping on the right - another advantage of the 4Cs technology.

The high-quality alloy wheels from GIANT made of extremely stable aluminum 7050, featuring exclusive Six Days lettering and CNC-machined hubs, are standard on all KTM Six Days models. Developed in cooperation with KTM, the Metzeler tires provide excellent traction, very precise directional control and a long service life. An additional Six Days standard features: the Supersprox 2-piece rear sprocket with steel outer ring and aluminum star. 
specification
• Camel seat for improved long-distance comfort • Skid plate for effective frame and engine protection • Machined orange anodized triple clamps for extremely precise fork clamping and optimum fork function • Orange frame • Supersprox Stealth 2-component rear sprocket with an aluminum inner ring and steel outer ring for maximum durability • Solid rear brake disc (no slots / holes) for improved heat resistance and reduced brake pad wear • Floating front brake disc for consistent braking performance in extreme conditions • Front brake disc guard for optimum protection from stone impact • Light and Sturdy racing mirror • Metzeler tires developed in cooperation with KTM for outstanding grip and traction • radiator guard for effective radiator protection • radiator fan for all 4-stroke models to optimize temperature management in extreme conditions • Carbon pipe guard on all 2-stroke models for effective expansion chamber protection • Six Days silencer, anthracite anodized and with Six Days logo (except the 125 EXC) • Front axle puller for simple front wheel removal • Orange radiator grille • Orange chain guide • Exclusive Six Days graphics, with a striking design

Scrambler on history

Scrambler on history google doc

Scrambler early history began in England in the late 1920s, by which time it began to develop the motorcycle racing that emphasizes speed than the rule. (Of course within the remit of sportsmanship The riders are required to start the race from point A to Point B in the open with the shortest time possible to win by having to conquer a wide variety of terrain.

At that time the vehicle manufacturers are not familiar and produce models trail, enduro or dirt bike, the situation forced the driver to modify the motorcycle used in the highway a motor that could be used in conditions offroad such as meadows, road muddy, rocky and hilly ,

Scrambler on history google doc
Furthermore, this race began to develop in the United States and carried out on the circuit, and in 1960 the manufacturer / producer of motorcycles began building motorcycles with models enduro / dirt bike that resembles the model that we see today.

In general, the characteristics of a motorcycle scrambler is an adaptation of a motorcycle road into an all-terrain motorcycle. These motors must meet requirements such as lightweight, simple, robust and reliable.

The traits that characterized the Scrambler key is:

  • Exhaust is mounted higher
  • Short and padded seat
  • The engine torque is evenly distributed
  • Display of simple and modest
  • Additional components are lightweight
  • The tank is smaller than the original
  • Panel and mini indicators
  • Offroad tire and wheel spokes
  • It's important to remember, though visually scrambler models are standard features eliminate the motorcycle that they feel is necessary, but it's all aimed at combining elements of simplicity coupled with the strength of character of this model. But my advice would be nice if worn daily traffic completeness remain installed

Saturday, February 13, 2016

Yamaha XT660Z Ténéré Take Your Horizon


Yamaha  XT660Z Ténéré Take Your Horizon google doc
Adventure with the XT660Z Ténéré – a rugged, functional and stylish dual-purpose bike. It will take you anywhere you desire – from Europe's streets and highways through to the dust and rocks of deepest Africa.
At the heart of this tough cross-country explorer is a liquid-cooled, 4-valve, 4-stroke SOHC single-cylinder engine that produces plenty of power across a wide rpm range, allowing you to master just about any riding situation.
While its 23-litre fuel tank delivers a good range, the comfortable dual seat, wind-beating rally-raid style nose cowl and high screen take the strain on longer journeys
 Yamaha XT660Z Tenere’s engine is used in a number of other machines (including the Aprilia Pagaso, MT-03, Derbi Mulhacen as well as the XT660 X and R models) complaints of a jerky throttle, stalling and mid rev hunting have been fixed on the Tenere. The engine accelerates cleanly from a closed throttle and pulls well (for a single) up to 70mph. Intrusive Vibes begin at 5000rpm.
Yamaha  XT660Z Ténéré Take Your Horizon google doc
Despite the relatively heavy weight and tall seat height the Yamaha XT660Z Tenere’s wide bars and good balance gives slow speed confidence. Like most motorcycles with off road abilities the forks dive harshly under braking and the rear squats under acceleration leading the bike wide out of turns. Off road the chassis will cope with all but the severest conditions.
Specification
Engine type
Single cylinder, 4-stroke, liquid-cooled, SOHC, 4-valves
Displacement
660cc
Bore x stroke
100.0 mm x 84.0 mm
Compression ratio
10.0 : 1
Maximum power
35.0 kW (47.6PS) @ 6,000 rpm
Limited power version
kW (PS) @ rpm
Maximum torque
58.0 Nm (5.92 kg-m) @ 5,500 rpm
Lubrication system
Dry sump
Clutch type
Wet, multiple-disc coil spring
Fuel system
Electronic Fuel Injection
Ignition system
TCI
Starter system
Electric
Transmission system
Constant Mesh, 5-speed
Final transmission
Chain
Frame
Steel tube diamond brush
Front suspension system
Telescopic forks
Front travel
210 mm
Caster angle
28º
Trail
113 mm
Rear suspension system
Linked monoshock with spring preload adjustment
Rear travel
200 mm
Front brake
Hydraulic dual disc, Ø 298 mm
Rear brake
Hydraulic single disc, Ø 245 mm
Front tyre
90/90-21 M/C
Rear tyre
130/80-17 M/c
Overall length
2,246 mm
Overall width
896 mm
Overall height
1,477 mm
Seat height
896 mm
Wheel base
1,500 mm
Minimum ground clearance
260 mm
Wet weight (including full oil and fuel tank)
208.5 kg
Fuel tank capacity
23 litres
Oil tank capacity
2.9 litres

Kawasaki KX 125 High Performance

Kawasaki KX 125  google doc
Kawasaki KX125 and KX250's have has a reputation for less than stellar performance in the past couple of years models. The bikes had no huge faults, but they did not stand above the pack in any category: high performance, ergonomics, suspension, or even perceived quality value. The public perception the bikes were off the mark ran so deep that even a string of championships from Ricky Carmichael, Nathan Ramsey and Mike Brown have not Erased it. There was no doubt the KXs could be made into serious weapons at the factory level, but the outlook was not so rosy in the average customer's garage.Kawasaki has the same creative power at hand as it did in 1997 and 1998 when the 

KX250 was winning shootouts everywhere. In the end, it all comes down to money. The brilliance of the available engineers and the practical knowledge of the testing departments and riders are not worth much if the accounting department does not let the money flow.Corporate financial officers are stingy but not stupid, so getting the bucks would be easy if there was an absolute direct cause-and-effect relationship between money spent and number of new bikes sold. But today's motocross buyers are Fickle when it comes to brand loyalty, and they do not buy a bike Merely Because It is "new." 

The accounting department will always say, "Show me the money," but dirt riders are responding with Reviews their own mantra: "Show me value for money!" Maybe we can not blame the money men for being reluctant. Recent history has proven that pouring mega man-hours and cubic dollars into a new design is no guarantee the buying public will show you love in the showroom. Witness the popularity plunge Honda took from 1996 to 1997 and Kawasaki mimicked in 1998 to 1999.

The truth is that the industry has seen more "new" models of make radical plunges in the moto pecking order than cases where one year's lemon morphed into the next year's object of desire.But now the 2003 models are here, and the KX125 and KX250 are not only all new, but vastly improved. It would not surprise us at all to see both bikes at the head of Reviews their respective classes. For sure we would not stand in front of the door of your local Kawasaki dealer Reviews These bikes when he gets in. If the money-waving customers coming in do not run you over, the new owners will wheeling bikes out. Reviews These bikes are that good.

Kawasaki knows it had barriers to scale performance with the new bikes as well as a tide of current opinion to turn. No doubt public opinion was one of the reasons it chose the scenic Washougal National motocross track to introduce the new machines. There is no way it would have chosen a track with uphills like Washougal if it did not have absolute faith in the power of the new engines. And if the looks and their moves were any hotter, the bikes would need G-strings bills to tuck in. The color of money was never more appropriate.KX125The '03 Kawasaki KX125 is a race-winner ready as delivered, and it's been a while since we felt that way about a KX125. Both the all-new engine and the new slim chassis are unbelievable changes from the 2002 models, or any of the past Several years.
The first difference you feel is the chassis, since the improvement in feel is so vast that it makes a strong impression before you even start the engine. The bar position seems a little high at first, and the seat feels as if it MIGHT be a little low. Certainly you feel as if you are sitting "in" the bike rather than on top of it. The bodywork is all-new and, along with the frame, it looks clean and feels narrow and smooth. Nothing snags your gear or boots while you are getting the feel of the machine. Then you put your feet on the pegs. Pipe Where did that come from? The body of the expansion chamber is wide, and it makes firm contact with the rider's right boot top.

Kawasaki's Mike Fisher made no apology, though, saying, "We can tuck the pipe in, but we'd lose power. We wanted the power, and when Bubba Stewart rode the bike he said we should choose the power." The soft and low seat did not bring the same response, though. "We are asking that the production bikes come with firmer foam," Fisher claimed, "But it will not be any taller." Firing the engine brings another pleasant surprise. There is very little vibration, and the powerplant does not even sound like a typical Kawasaki. The new cylinder has an exhaust valve angled up like the YZ125; and the valve is lighter, more responsive to changes and seals better rpm, so the engine has a definite snap and crack to the note. The motors on the new KX125 is very powerful with plenty of boost to pull the Washougal hills with ease. The bike is a little weak right off idle (a place the '02 was actually pretty good), but once you get the revs into the midrange, hold on! It hits hard in the middle, and novice riders got a bit sideways in turns until they got a handle on the hit. The bike rips through the mid and continues all the way to the top, where it pulls the distance. The power is clean and crisp and very usable. We had an entire Team Green semi loaded with technicians, and even riders, who changed jetting or gearing or Returned it to stock. The bike ran crisp and clean and did not sputter for even a second. This engine should be very competitive and the make the KX a high-stakes player in Dirt Rider's 2003 shootout.

The suspension on the new KX Also gets two thumbs-up from the DR staff. If anything, we've felt the suspension action was a bigger hindrance to the stock 125 than the engine, but the '03 suspension is very balanced and plush. The fork takes the big hits with ease yet is plush enough to soak up the choppy braking bumps very well. The bike jumps very evenly, and that Gives you a feeling of confidence almost Immediately. Neither the suspension nor the chassis reacts to kickers on takeoffs, and no doubt that encourages the rider has the confidence in the water.
At the same time, the bike was very responsive to rider input in the water and in turns. The fork had to be one of Kawasaki's biggest improvements. Remember when KXs were renowned for fork action? Those days are back.The pipe did turn out to be a problem in tight turns for one ride. His Sidi boot has a lot of protection in the shin and calf area, and the hard plastic outer plate would hit the pipe and push his foot off the peg in the first few turns. Then you get used to it and it ceases to be an issue, but the paint on the pipe does not last 10 minutes.
Kawasaki probably does not want to hear its bike Described this way, but the KX feels like a plush 2002 Honda CR125R with a Yamaha motor and a more yielding feel to the chassis. That is pretty high praise in our book. The ergonomics are right there in the Honda-land as well, and that's a land right next to heaven.
On one hand the Kawasaki KX125 Washougal handled everything had to throw at it, and that is impressive. On the other hand, we had no other 125 to compare it to. A head-on comparison to the class powerhouses will have to wait, but we expect the KX will more than hold its own.
KX250Our first outing on the KX250 was an eye-opener. We were trying to scream the engine too much and got major arm-pump in 3.5 seconds. The thing is scary fast. With our arms shot we were forced to short-shift and attempted to pull a tall gear out of turns to ease the burden on our arms. Big difference. You ride the KX almost like an Open bike to the make the most of the power. It does not seem to have the off-idle roll-on of the YZ250 but has usable bottom, a smooth and strong midrange and pretty good top. The engine revs through the meat of the power too quickly intervening for optimum suspension performance if you scream it, but just forget that last downshift for the turns and the bike works!
If you are man enough to run and gun with this power, the trans and clutch will cooperate. This is the best-shifting KX250 ever by a wide margin. No missed shifts, and it never locked in gear under a load either. You want to shift, it shifts. Some of the K-tric / Keihin / KX250 Power Jet engines have been a little lean Tinny-feeling or some place in the power, but not our test machine at Washougal. No jetting or gearing is needed, just like the 125.
Even though the seat-to-peg relationship was a bit tight for our riders (all near or over six feet tall), the KX250 is slim and easy to move around on the bike in a way has not felt since before the Kawasaki Introduced perimeter frame. It does not matter Whether you are braking or accelerating.If it is not obvious by now, the KX250 is sweet. It appears Kawasaki targeted the suspension toward lighter riders, and while fast or heavy pilots used a lot of the travel even while entering turns, the KX felt as if it may own the title of "the plushest in Class" after a long rough dry spell. whether it can win our 250-class shootout remains to be seen, but if the other brands are not worried now, they should be. * Lighter, more powerful engine cases, cylinder mounted 6.2mm lower and leaned farther forward (16.5 to 21 degrees) to straighten the exhaust ports and improve flow

* Larger water passageways in both cases and at each side of the cylinder for improved and more even cooling
* Lighter, more compact cover protects the water pump
* Redesigned web crankshaft with a lightweight plastic covers
* Lighter ignition rotor for improved throttle response
* Piston is tin-plated and has reshaped exhaust-side skirt designed to reduce flexing and increase of durability
* Straighter top edge of the exhaust port and combustion chamber reshaped
* Head gasket replaced with O-rings
* KIPS valve is lighter, alumite-coated and its shape copies the Yamaha-style guillotine-type
* Final gearing changed from 12/49 to 13/51
* Redesigned clutch uses lightweight die-cast hub, lighter inner hub, new one-piece thrust bearing (Replaces ball bearing), actuating arm is moved inside the engine cover
* 38mm Mikuni TMX carburetor with arch-shaped slide Replaces conventional flat-slide
* Reed valve body redesigned using different reed angle, modified reed stop; 3x2 replace carbon-fiber reeds reed 2x2 setup
What's Hot!
* Smooth and plush suspension is well balanced front to rear
* High-revving engine with the hard-hitting midrange for great overall power
* Sleek bodywork and seat with more foam offer great rider movement and Increased comfort
* Chassis is great combination of crisp steering and calm high-speed manners
* Smooth and light clutch action combined with effortless and reliable shifting
* Smooth and powerful brakes
* Comfortable bar bend
* Team Green comes through with a new look and a completely rebuilt and redesigned engine and chassis
What's Not!
* Chubby pipe interferes with the boot in tight turns
* Short between seat and pegs for taller riders
What's New! AND KX250 KX125 Shared Changes
* Head stay moved from the front of the head to the rear for reduced vibration and more compact design
* Chrome-composite-plated cylinders instead of electrofusion
* Revised linkage ratios provide better action and reduce ride height by 10mm for a lower center of gravity
* Shock high-speed compression damping gone
* Lighter, stronger hydroformed swingarm in tapered shape
* Fork offset Increased from 22 to 25mm for sharper cornering
* New 48mm Kayaba fork with no bladders and bump Rubbers replacing the oil-lock for bottoming
* Triple clamps have thinner walls, aluminum steering stem is 6mm longer and top triple-clamp pinch bolts thread from rear
* Front brake caliper uses dual 27mm pistons, operated by 11mm master cylinder piston
* Rear master cylinder to the top one-piece design, rear rotor is 0.5mm thinner, larger 20mm (240 by 4.0mm) and mounted with stepped hex-head bolts
* Compact new chassis has one-degree-steeper rake, 6mm-headpipe longer and larger perimeter tubes
* Single top bolt used to attach aluminum rear subframe for easy access to the rear shock
* Raised chassis paint ridges reduce wear on spars; now silver color frame
* All-new styling and smoother bodywork with reshaped radiator shrouds, Thicker clear coating for the new graphics and a new seat shape
* Rear axle Increased diameter from 20 to 25mm to match stronger swingarm and frame
* New rear hub
* New ratchet-type shift mechanism for positive shifting
* Black box mounted to the chassis headpipe to aid airbox service and airflow
* Increased capacity radiator for improved cooling
* Smaller-diameter handlebar grips
* Handlebar (Jeff Emig bend) is slightly higher and pulled back to suit the new chassis
MOTOCROSS BIKES