High-tensile steel perimeter design. Front Suspension. Rear Suspension. Front Brakes. Single mm disc 2 piston caliper. Rear Brakes. Single mm disc 1 piston caliper. Front Tyre. Rear Tyre. Seat Height. Ground Clearance. Joined Jul 3, Messages 1, Likes 0. When you bore out your powerband.
Joined Oct 14, Messages 4, Likes 0. A will spank a on top end. I've GPSd and 'computed' well over 70mph on my A stock would prolly closer to Shift-MX Member. Joined Feb 10, Messages Likes 0. Aug 12, Those were the two main complaints of the E-series KDX, but they were easily overshadowed with how well the new bike worked in the woods. The KDX suspension was still soft; sufficient for the woods but would bottom out in high speed sections.
The short story was that the KDX was turning more into a race bike with every series change. Special features of the E-series included a quick-change rear wheel, facilitated by a new axle slot in the swingarm, and a pull-handle on the front axle to make it easier to remove. A bigger clutch and a greater amount of crank mass counteracted the increase in horsepower, keeping the bike tractable. Suspension stroke was increased a quarter-inch on both ends, and a double-wall pipe helped quiet the bike, while creating protest that the pipe was too heavy.
A significant but often overlooked change on the E1 KDX was the switch to a 12 volt electrical system, versus the six-volt system that had been used since the KDX The airbox was now bigger and easier to get at; and in a surprise move, Kawasaki did away with the electronic odometer and went back to a mechanical one.
There were so many changes on the H1 that it could be considered a completely new bike. The seat height was taller, thanks to the frame, and the fuel tank held slightly less. The liquid-cooled engine was completely new, with a new guillotine-style powervalve from the KX bikes, higher compression, a new crank and bigger clutch. It still felt stable in the woods, still turned quickly in the trees. The seat height had been getting taller every year, but all bikes were taller and few complaints were heard.
The new engine and its mounting configuration had finally reduced vibration to a distant memory on the KDX, and magazine reviewers wondered what Kawasaki could do to improve the KDX. The answer to that question was—very little. The KDX went on for another 12 years with very few changes.
The onslaught of the racing four-strokes and confusion over the future viability of two-stroke off road machines eroded sales of the KDX, and it was bumped to make room for the KLX series of four-strokes. Kawasaki carted a group of worldwide offroad journalists to Idaho in to introduce their new baby—the KDX The setting was fabulous, no expenses were spared, and the riding was top-notch.
The trouble was, the bike was confused. The was a KDX with a 3mm larger bore and a 2mm smaller carburetor. I was really torn at the time of purchase because I was hard pressed to buy the new KX, but after a little thought and not to mention price difference, the r was the right bike for me.
The only problem I find is the seat height, at 5'9" I'm on my toes on flat ground, but once you're on steeper trails with rocky terrain, navigating or crawling becomes a real problem.
I did find a lowering kit available for all models. This bike loves to go fast, climb hills, and is very forgiving on more technical trails, partly due to its moderate weight, lbs I believe. Very easy to maneuver, even for a novice like myself. I was riding with someone on a KLX and he jumped on my bike and couldn't believe the difference. He should be trading up very soon I'd say. I say that this bike could win any enduro race thrown at it.
It has as much power as any motocross bike you will come across.
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