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Home » Kawasaki Motorcylce, motorcycle

Kawasaki KLX250S 2009

Submitted by on April 5, 2012 – 3:52 amNo Comment

Twenty-two hard miles from Beatty Nevada, the road to Leadfield was once a main thoroughfare from the east into Death Valley. A testament to durability of both humankind and the KLX, the heat and dusty conditions make you wonder why the hell anyone would build a city here. But there was ‘Gold in them thar hills!’ –actually lead ore and silver – and so the mining town operated primarily from 1925 to 1927 with great debate of its legitimacy. Despite shady promoters and stock fraud, an inflow of hundreds, if not thousands, of men and an outflow of millions of tons of ore and silver built a town large enough to support its own newspaper, post office and the Western Lead Mines Company. Western was one of the largest operations in town and brought in a 180-horsepower Fairbanks-Morse diesel engine in March of 1926 to operate their drills.

With karma like that working against you, and nearly a two-day walk to the nearest gas station – you can forget about a hospital – we were glad to have such a reliable and fuel-efficient machine like the KLX beneath our asses. It didn’t hurt to have the slightly larger 2.0-gallon gas tank as well as a support vehicle filled with Subway sandwiches and Gatorade for us thirsty journos either! The longest lasting accomplishment of the era is the Titus Canyon road, costing an estimated $60,000 and still standing as one of the most spectacular routes into Death Valley.

With highway miles clicking away at a steady pace, our desert oasis came upon us quickly and the front and rear pedal disc rotors (also found on the KX and Kawasaki street bikes) made quick work of bringing this dualie to a halt in Beatty for lunch. This year’s larger 240mm rear disc and KX-style rear caliper with new pad materials and a revised lever ratio added to the overall beauty and function of this exploration machine. There’s a 250mm semi-floating petal disc up front doing its part for the cause.

Wrapping up the walkthrough is a USFS-approved spark arrestor and a new evaporative emissions system that allows the KLX to meet the strict California Air Resource Board regulations, making it now eligible for sale in all 50 states; the previous model wasn’t offered in Cali.

Geared towards the new street and/or trail rider, RV crowd or commuting rider is electric push-button starting. Making it even easier for granny to ride away is the Kawasaki Automatic Compression Release (KACR) which automatically lifts one of the exhaust valves when the magic button is pressed to reduce the starting effort. This saves wear and tear of your thumb for the après-ride wrestling matches for the biggest steak on the grill back at camp, as well as your battery’s amperage. For the purists, the crankcase is still stamped for the addition of a kick-starter as was the previous model.

With a relatively short history in the U.S. market for the 250S, this second edition comes away with a host of refinements over the last model – new styling, larger rear wave rotor, a gear-driven engine balancer for less vibration, stiffer frame and spokes, a firmer saddle and a new emissions system. All told the KLX250S gained just under 16 pounds (18 lbs. CA model) while the $4899 MSRP increased by only $100. It comes in two colors, Lime Green and Sunbeam Red.

With the recent introductions of the Honda CRF230L, Yamaha WR250R and this updated KLX, the quarter-liter dual-sport category is taking off. The Honda is the cheapest at $4499, but it is powered by an older-tech air-cooled motor. The Yamaha boasts an expensive aluminum frame and a technologically advanced liquid-cooled engine, but that stuff comes at a price premium of $5899.

otomaps.com source article: www.netcarshow.com www.motorcycle.com www.roushperformance.com

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