Motorcycle KDX125SR: technical specifications, photos, videos

ENGINE

Two-stroke engine with excellent performance
The liquid-cooled single-cylinder engine with composite chrome bore plating features stable performance.

Kawasaki Integrated Powervalve System (KIPS)

The KIPS system is designed to vary the height of the exhaust port, which expands the effective rpm range, improving low- and mid-rpm performance without sacrificing maximum power.

Fuel system

The Mikuni TMX38x carburetor features a curved port spool valve, 38-40mm conical bore, mixing chamber and needle bleed jet to provide excellent throttle response and high maximum power.

Exhaust system

The expansion chamber is designed to provide increased power in the mid to top speed ranges and a more comfortable riding position.

Digital ignition with capacitive discharge (CDI)

The ignition timing distribution is perfectly balanced throughout the entire speed range, which prevents cycle failures and has a positive effect on power and reliability at any speed. A high-capacity ignition capacitor provides a powerful spark, further enhancing low- to mid-range performance. The short type spark plug simplifies maintenance.

TRANSMISSION

6-speed transmission

The ratchet-based gear shifting mechanism ensures quick shifting and excellent feedback. Reliable two-bearing chain drive roller fastening scheme.

CHASSIS

High alloy steel perimeter frame

Thanks to the high-mounted footpegs, the rider's position is improved, the permissible roll angle and ground clearance are increased.

48mm inverted front fork

Inverted cartridge-type front fork with 48 mm diameter stays and 16-step compression/rebound damping adjustment. To ensure smooth running of the fork, low friction oil seals are used.

Uni-Trak® rear suspension

The Uni-Trak® rear suspension provides excellent traction and smooth performance throughout the entire travel range while being lightweight and compact. 16-step compression/rebound damping and spring preload adjustments allow the suspension to be perfectly prepared for any condition. The hydroformed rear swingarm main tube has thick walls for better stability and handling.

Front and rear disc brakes

One 250mm semi-floating petal disc with a dual-piston caliper on the front wheel and one 240mm disc with a single-piston caliper on the rear wheel provide excellent braking power and feedback. Petal brake discs are installed on the front and rear wheels. Thanks to the petal shape of the brake discs, the brake linings are more effectively cleaned of dirt and the unsprung weight of the motorcycle is reduced. For wet racing, solid petal discs are available as an option.

Other Features

• Best throttle response in the low to mid speed range • Reed valves are placed on the crankcase for better air flow to the cylinder • Reed-shaped brake discs • Flat seat shape provides the rider with comfortable shifting. The two-tone urethane seat top is textured for better grip, while the sides are smooth for greater freedom of movement. • Renthal's exclusive aluminum straight handlebar is lightweight, further reducing the weight of the motorcycle. • On-the-fly clutch adjustment allows you to make changes to your clutch settings while racing.

Review of the Kawasaki KX 125 motorcycle

Kawasaki KX 125
motocross motorcycle model was first introduced in 1974 and for many years was only available on the North American market. Since 1988, the model has appeared on the markets of Europe and Japan, and since 1990 - in Australia.

The model is the “younger brother” of the Kawasaki KX 250 and has much in common with it - in particular, the frame and chassis. Even updates to both models took place in the same years.

Despite the long history of production of the Kawasaki KX125 and a huge number of generations, models starting from 1990 should be considered - that’s when the motorcycle received an inverted fork and features of modern motocross models. In addition, earlier versions are practically not represented on the market.

Features of the Kawasaki KX125 include a 2-stroke liquid-cooled engine with a power valve system (KIPS), a steel half-duplex frame, adjustable sports suspension, disc brakes, 21′ and 19′ wheels, an 8.5-liter fuel tank, 6-speed Gearbox and 87 kg dry weight.

2008 was the last year of production of the model, after which it finally left the market and received no further development. Instead, a 4-stroke modification of the Kawasaki KX250F was presented.

Main competitors of Kawasaki KX 125:

Content

Brief history of the model

• 1974 – start of production and sales. First generation
  .

Model

: Kawasaki KX125 (North America).
Factory designation:
KX125-A1.

• 1975 – no significant changes.

Model

: Kawasaki KX125 (North America).
Factory designation:
KX125-A2.

• 1976 – no significant changes.

Model

: Kawasaki KX125 (North America).
Factory designation:
KX125-A3.

• 1978 – no significant changes.

Model

: Kawasaki KX125 (North America).
Factory designation:
KX125-A4.

• 1979 – no significant changes.

Model

: Kawasaki KX125 (North America).
Factory designation:
KX125-A5.

• 1980 – no significant changes.

Model

: Kawasaki KX125 (North America).
Factory designation:
KX125-A6.

• 1981 – no significant changes.

Model

: Kawasaki KX125 (North America).
Factory designation:
KX125-A7.

• 1982 – restyling of the model. Second generation
  .

Model

: Kawasaki KX125 (North America).
Factory designation:
KX125-B1.

• 1983 – no significant changes.

Model

: Kawasaki KX125 (North America).
Factory designation:
KX125-B2.

• 1984 – restyling of the model. Third generation
  .

Model

: Kawasaki KX125 (North America).
Factory designation:
KX125-C1.

• 1985 – restyling of the model. Fourth generation
  .

Model

: Kawasaki KX125 (North America).
Factory designation:
KX125-D1.

• 1986 – restyling of the model. Fifth generation
  .

Model

: Kawasaki KX125 (North America).
Factory designation:
KX125-E1.

• 1987 – no significant changes.

Model

: Kawasaki KX125 (North America).
Factory designation:
KX125-E2.

• 1988 – restyling of the model. Sixth generation
  .

Model

: Kawasaki KX125 (North America, Europe, Japan).
Factory designation:
KX125-F1.

• 1989 – restyling of the model. Seventh generation
  .

Model

: Kawasaki KX125 (North America, Europe, Japan).
Factory designation:
KX125-G1.

• 1990 – restyling of the model. Eighth generation
  .

Model

: Kawasaki KX125 (North America, Europe, Japan, Australia).
Factory designation:
KX125-H1.

• 1991 – no significant changes.

Model

: Kawasaki KX125 (North America, Europe, Japan, Australia).
Factory designation:
KX125-H2.

• 1992 – restyling of the model. Ninth generation
  .

Model

: Kawasaki KX125 (North America, Europe, Japan, Australia).
Factory designation:
KX125-J1.

• 1993 – no significant changes.

Model

: Kawasaki KX125 (North America, Europe, Japan, Australia).
Factory designation:
KX125-J2.

• 1994 – restyling of the model. Tenth generation
  .

Model

: Kawasaki KX125 (North America, Europe, Japan, Australia).
Factory designation:
KX125-K1.

• 1995 – no significant changes.

Model

: Kawasaki KX125 (North America, Europe, Japan, Australia).
Factory designation:
KX125-K2.

• 1996 – no significant changes.

Model

: Kawasaki KX125 (North America, Europe, Japan, Australia).
Factory designation:
KX125-K3.

• 1997 – no significant changes.

Model

: Kawasaki KX125 (North America, Europe, Japan, Australia).
Factory designation:
KX125-K4.

• 1998 – no significant changes.

Model

: Kawasaki KX125 (North America, Europe, Japan, Australia).
Factory designation:
KX125-K5.

• 1999 – restyling of the model. Eleventh generation
  .

Model

: Kawasaki KX125 (North America, Europe, Japan, Australia).
Factory designation:
KX125-L1.

• 2000 – no significant changes.

Model

: Kawasaki KX125 (North America, Europe, Japan, Australia).
Factory designation:
KX125-L2.

• 2001 – no significant changes.

Model

: Kawasaki KX125 (North America, Europe, Japan, Australia).
Factory designation:
KX125-L3.

• 2002 – no significant changes.

Model

: Kawasaki KX125 (North America, Europe, Japan, Australia).
Factory designation:
KX125-L4.

• 2003 – restyling of the model. Twelfth generation
  .

Model

: Kawasaki KX125 (North America, Europe, Japan, Australia).
Factory designation:
KX125-M1.

• 2004 – no significant changes.

Model

: Kawasaki KX125 (North America, Europe, Japan, Australia).
Factory designation:
KX125-M2.

• 2005 – no significant changes.

Model

: Kawasaki KX125 (North America, Europe, Japan, Australia).
Factory designation:
KX125-M3.

• 2006 – no significant changes.

Model

: Kawasaki KX125 (North America, Europe, Japan, Australia).
Factory designation:
KX125-M6F.

• 2007 – no significant changes.

Model

: Kawasaki KX125 (North America, Europe, Japan, Australia).
Factory designation:
KX125-M7F.

• 2008 is the last year of production.

Model

: Kawasaki KX125 (Europe, Japan, Australia).
Factory designation:
KX125-M8F.

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Over the past twenty years of production of this vehicle, it has undergone minor changes. It was able to acquire a slightly different stroke and piston diameter, a new generator and a different carburetor, while the frame and chassis of the Kawasaki KX 125 have not undergone any special changes since the late 70s. It should be noted that the point here is not about savings, but about the fact that this model was significantly ahead of its time, and as a result, the characteristics embedded in this bike were able to remain relevant even after several decades. Of course, this is not a professional motorcycle trial equipment. The KX 125 is a model for beginner motocross riders, and as such it is very good.

The absence of significant changes in the design over such a fairly long production time is easily explained. This vehicle can successfully cope with its tasks, whether a quarter of a century ago or now - so why change anything? The steel perimeter frame, Mikuni carburetor, excellent engine and 6-speed reverse gearbox are still as good today as they were when they were released. The upside-down fork copes well even with extreme loads, and the rear suspension is also quite good. By the way, the suspension travel is also impressive.

Everything else remains at the highest level. The dry weight of such a vehicle is less than 90 kilograms, which makes it possible for even bikers who are not particularly strong to handle the bike, and disc brakes on both wheels can very effectively stop such an iron horse if necessary. The gasoline tank has a capacity of 8.2 liters, which allows for long enough trips to tire you out. Anyone who has done motocross knows that after half an hour or an hour you can get as tired as bodybuilders sometimes don’t get tired when working out in gyms.

Of course, two-stroke engines, especially forced and small-capacity ones, cannot boast of an increased level of resources. This is a payment for the technical characteristics “removed” from them, sometimes head and shoulders above those of much larger motorcycles. However, anyone who wants to buy a good motocross motorcycle for themselves is most likely already aware of all the features of this class. We only want to note that, due to everything described above, the Kawasaki KX 125 is perfect for both beginner motocross riders and more experienced ones. Lightweight, simple in terms of design and aimed at beginners, it will, however, not let those who already know how to handle this kind of equipment get bored.

Topic: Kawasaki kdx 125 sr, will it fit?

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Kawasaki kdx 125 sr, will it fit?

Good night, dear forum users. Last August I bought my first motorcycle – Racer Enduro 150gu. After driving it, I realized what is most attractive to me at the moment and what I want to learn. To make it clearer why you need a moto, I’ll give you a few videos as an example: https://youtu.be/acwsSatQ2C4, https://youtu.be/JQu9QV9xr7A, https://youtu.be/fcAmiCCeb_A Unfortunately, my Chinese moto is completely for This is not suitable, and if I learn these elements on him, then I will simply kill him (even one small fall led to not very good consequences). So, I started googling and looking for something that would work. After reading the information, I realized that the classic 250 cc 4 tons are not suitable (djebel, ttr 250, baja b, etc.), because are intended for completely different purposes. I started looking towards cross-country 125 cc motorcycles, but, as far as I understand, they also do not suit my goals. Pros: 1. Light weight. 2. Resistance to falls. Of the minuses: 1. Lack of low end. 2. Lack of light. 3. Inability to register. 4. Difficulties in transportation (buying a trailer or a spacious car). 5. Still, I’m not ready to completely give up simple off-road grips due to the small resource.

Then I decided to look towards 250cc two-stroke enduro, but most likely I’m not ready for such a technique (after all, the skills are completely different). I returned again to motocross 2t (I saw an advertisement for the sale of a kawasaki kx 125 on a local forum) and only now came across such a model as the Kawasaki kdx 125. As far as I understand, this is an enduro version of the same kawasaki kx 125. In my opinion, the advantages: 1. Light weight . 2. 24 hp – not as “evil” as KX. 3. PTS – the ability to register. 4. More resistant to falls. I would like to ask a few questions: 1. How does it fit my goals in your (more experienced) opinion? 2. Does it have more engine life than the cross version or the same? 3. How critical are such grips for wear, again in the example video - https://youtu.be/aoMNErQO37s 4. If this is an enduro version of the Kawasaki kx 125, then should we expect more uniform throttle on it? (I just read that on the kx 125 there are two throttle positions either 0% or 100%)

Re: Kawasaki kdx 125 sr, will it fit?

Quite suitable. Here is one of the recordings of my quiet ride on the 125sr https://www.youtube.com/watch?v=jP6k0EraAbk The motorcycle is good, the traction is even, and most importantly, due to the low center of gravity it feels very light.

To jump on logs and do other near-trial things, you will need to set the rear sprocket to 56, and the front to 14 or 13. The French actually modified these 125s and raced them at enduro competitions on a national scale https://kdx125.pagesperso-orange. fr/

Last edited by zhelnin_a; 02.02.2015 at 10:38.

Re: Kawasaki kdx 125 sr, will it fit?

For these purposes, you first need a purely trial motorcycle like this https://www.avito.ru/voronezh/motots. 220r_400675267, on any ground it easily rises from the gas to the rear wheel, nothing can be broken in a fall, the motor has a very good torque, and the weight of the motorcycle is only 80 kg. You can very easily master both wheelies and stoppies on it, and then you can try an endurik, otherwise without experience on such obstacles you will handle an endurik very quickly, first of all the plastic and radiators will get damaged, at the same time you will crush the resonator, then the clutch will get damaged, so I advise you to turn your attention to a trial motorcycle, watch the video with it on YouTube, I hope you like it

Re: Kawasaki kdx 125 sr, will it fit?

I support @diversant Indeed, the TLM is quite an interesting motorcycle. The weight and lack of protruding parts are very pleasing.

Re: Kawasaki kdx 125 sr, will it fit?

What are you guys talking about?)) What for does a guy need a trial if he wants one with lights, registration and the ability to travel on the roads. It's easy to buy, but impossible to sell. Let him take the ordinary KDX125. The desire to learn how to navigate various interesting places does not mean that you need to take a highly specialized device for this. We are all learning how to overcome a large log, but in reality, I only overcame one (he showed his video from an enduro competition). And we have a whole lot of plastic. ))

Re: Kawasaki kdx 125 sr, will it fit?

A Honda TLM220R with a headlight, turn signals, brake light, and documents, is easy to register, with a separate lubrication system. If you are not tall, it’s comfortable to ride it through the forest and on asphalt and do all sorts of acrobatics, you’ll never be able to do that on a KDHe 125 you can jump logs like on this Honda, of course, for simple passes through forests and fields even with small jumps, the KDH is better, but for rides with elements of a trial, the Honda is much more suitable

TWO STROKES TUESDAY | 2001 KAWASAKI KX125 | FULL TEST

This is in the MXA test archive from the December 2000 issue of Motocross Action magazine. Get your MXA Subscription now

QUESTION ONE: Is a 2001 KX125 FAST?

How fast are you looking for? Quickly pull your hands out of their sockets? No. Do they quickly penetrate the berm? No. Quick-clean-three-easy-quick? No. Does he like to climb steep hills quickly? It's easy to drive fast. Yes.

QUESTION TWO: WHAT IS THE DEFINITION OF “EASY-FAST RIDING”?

In the official MXA Dictionary of Ambiguous Terms, it means a bike that uses other capabilities to make up for a lack of power.

QUESTION THREE: WHAT IS NOT THE KX125 ENGINE?

Nothing if you ask Kawasaki. It's the same old KX125 engine we learned to live with. We, like everyone else on the planet, thought (actually prayed) that Kawasaki would spend some serious money on research and development on the KX125 for 2001. They did! But they threw away most of the money. They ditched the heavy flywheel added last year, replaced the reed cage, replaced the Keihin with a Mikuni, and rearranged the ports. They just haven't expanded the powerband.

QUESTION FOUR: WHAT DID THEY GET FOR THEIR R&D MONEY?

They have an engine that produces competitive horsepower, but doesn't produce it in a way that translates into greatness. Don't get us wrong; The 2001 KX125 is Kawasaki's best 125 in three years. It's closer in power to its competitors than ever, it just lacks the breadth, usability and versatility that make the other 125 effective.

QUESTION FIVE: WHAT POWER DOES THE KX125 HAVE?

Middle and up. But, it's not the same as having a YZ125 or KTM 125SX. KH is closer to CR125; medium and high in the social stratum of loudmouths. The KX125 doesn't do anything wrong. All power comes on in the middle. Unfortunately, the Kawasaki's top hook doesn't go as far or as fast as the Yamaha and KTM's.

To ride the KX125 fast, you'll need a trigger finger on the clutch, a quick left foot, and asteroid-style timing. You may win on the KX125, but you'll be working harder than your competitors.

QUESTION SIX: WHAT ABOUT TRANSMISSION?

Feel free to change gears. The biggest improvement you can make to the 2001 KX125 is to replace the 49 tooth sprocket with a 50 tooth (maybe even a 51 for supercross style tracks).

QUESTION SEVEN: WHAT ABOUT THE STREAM?

We had some problems flying our KX125. It was rich at the bottom and in the middle, but leaned on top. We fixed this with a richer pilot.

Here's what we ran on our SoCal sea level track bike: Main Jet: 370 (360 stock) Pilot Plane: 45 (50 stock) Needle: 6BEF16-69 Slide: 5.5 Propeller: 1.5 turns (2 pcs) Clip : 3rd (4th stock)

QUESTION EIGHT: WHAT ABOUT THE REAR SUSPENSION?

Rejoice! Kawasaki has ditched its previous progressive rate shock spring in favor of a 4.9kg/mm ​​straight rate shock spring (which is what we used last year). Stock shock is good. It has excellent valves and dual compression adjusters.

The only issue we had with the rear shock was its slight tendency to bounce when braking. What was our best setting? Spring rate: 4.9 kg/mm ​​Race sag: 97mm Hi compression: 1 3/4 turns out Lo compression: 12 clicks Rebound: 13 clicks

QUESTION XNUMX: HOW GOOD FORKS ARE?

Hard. Kawasaki's SASS (Speed ​​Activated Spring System), or bladder fork as it's known in the rest of the world, is in its second year and Kayaba has made a few changes to it. The biggest change is that they have reduced the amount of air in the system, raising the oil level by 20mm. Only this could be the reason for the rigidity. How do they work? Other than being exceptionally tough, everything is fine. You'll have to turn the compression dial all the way up before they actually start moving. You're probably thinking how could Kawasaki make them so stiff with 41kg/mm ​​springs when Honda and Yamaha have 43kg/mm ​​springs? It is a combination of valve and oil height. In our opinion, rigidity is a plus. We can't remember how many sets of forks we've tested that start out perfect and by the time we've ridden them for a month they've become soft. Our offer? Move using the clickers until the forks start to break. You can then use a compression clicker to strengthen them.

QUESTION TEN: WHAT ARE THE BEST FORK SETTINGS?

What was our best setting? For hardcore racing, we recommend the following setting: Spring Rate: 0.41kg/mm ​​Oil Height: 90mm Compression: 20 clicks Rebound: 14 clicks Fork Leg Height: 5mm above top of leg Notes: Like Honda, Kawasaki offers a 20-in. front wheel. However, unlike the Honda where the 20″ tire looks amazing, the 20″ looks terrible on the Kawasaki. At first we thought it was because we weren't using the 20-inch Dunlop 739FA we'd come to love on Hondas except for us. The 20-inch model transforms the Kawasaki's stable front end into the ultimate monster.

QUESTION 11: HOW IS THIS HANDLED?

Like 200. No, not KDX200, but KX200. What is KX200? There's no such thing, but the KX125 still handles like one. It's similar to a small KX250, which means it's bigger than your standard tiddler. Why is this? The perimeter steel frame is large, wide and spring-loaded.

This is not necessarily a disadvantage. Every MXA test rider liked the larger size. It may seem like Kawasaki uses the same frame for its 125 and 250, but that's not the case. The KX125 frame is significantly smaller (15mm shorter at the head tube and 10mm shorter at the swingarm). These small differences make the KX125 a little more maneuverable than its big brother.

The extra room doesn't necessarily make for a great 125, but it doesn't seem to hurt. The KX125 shares most of its big brother's vertical handling traits - meaning it's adequate but not impressive (especially on berms and tight turns).

QUESTION 12: WHAT DO WE HATE?

Hate List: (1) Decals: We love the gold in the new decals, but just like the old ones, they start to peel from day one. (2) gas tank: Mr. KX, please empty the green plastic gas tank. It doesn't mean you save millions of dollars by making them all black. The black gas tank makes it difficult to see the fuel level. (3) Bar Clamps: We installed a KX250 top triple clamp on our KX125. The KX125 comes with solid booms, while the KX250 booms are rubber mounted and reversible. We felt the need to move the bars forward in the clamps. (4) Rudder: Rudders are prone to bending and don't necessarily fail before they start to peel paint where the crossbar joins. (5) Shift: This is a bit jagged. (6) Clutch: The clutch is borderline, although it may require more abuse than the KX250 kit. (7) Disks. U-shaped rims are nice, but we'd prefer standard rims. (8) Side Panels: There's a reason why Ricky Carmichael runs Berg Racing's side panel protection. He clings to the side panels with his boots, and so do we. Kawasaki needs to solve this problem so we don't have to spend $100 on a carbon fiber solution. (9) Front Brake Lever: Kawasaki used to have the second most advanced front brake lever in the business, but since Yamaha copied them this year, they both have a brake lever that has too many parts for the job at hand. Simplify it.

QUESTION 13: WHAT DO WE LIKE?

List of likes: (1) Pipe: The gray pipe coating is durable, rust-proof and beautiful. (2) Air filter: The air filter locating system uses two teeth. We like this, but always touch the airbox and make sure the bottom pin is in the hole. (3) Front Brake: We can't complain anymore about Kawasaki's poor front brake. They fixed the problem and we are helping them do it. (4) Guards: Only Kawasaki and KTM offer plastic guards to protect the frame from scratches. (5) Black boxes: This is a small thing, but Kawasaki has reduced the size of the huge black box that used to take up space in the air box. We prefer the small block. (6) Muffler: 6mm screws in the muffler end cap make removal easy. The muffler itself is 2 inches shorter than last year.

QUESTION 14: WHAT DO WE REALLY THINK?

Power is not as important as power range. The 2001 KX125 makes good power, and if you tap dance on the shifter and slip the clutch enough, you can get it moving quickly. But it's too much work. We'd love this bike if Kawasaki's engineers showed it some love - putting the tired old engine castings out to pasture and giving it a new heart.

Motorcycle KDX125SR: technical specifications, photos, videos

My mustang:

1. All normal posans ride on two strokes. Two bars is cool. That says it all.

2. Undermining. The characteristic of a two-stroke engine is a sharp burst of power and response to the throttle. It’s very convenient and sometimes helps out.

3. Two bars is fun. The lack of low end (thrust) on a two-stroke is not a bug, it’s a feature. In order for it to run, you need to twist it all the time and run around like crazy. The nature of the motorcycle is that it either doesn’t go or wastes money. For example, to drive through a dirty stream, you need to use the accelerator to release a fountain from under the rear wheel. To drive uphill, you need to unscrew the handle with all your money so that the wheel shoots out a fountain of dust and stones.

4. Picking a Winner Two-strokes are the staple mopeds at crazy competitions like the Erzberg Rodeo and Romaniacs.

5. Freestyler's choice Freestylers do wonders on two-strokes, do you want to be like such cool guys?

6. The smell of childhood A real motorcycle should be noisy and stink))) (Electric bikes and econorms in the furnace) In fact, those who tinkered with scooters in childhood will never forget the heady aroma of a two-stroke exhaust

7. Simplicity of design The two-stroke engine has a very simple design. It is easy and cheap to maintain. The motorcycle has a minimum of electrics, you don’t even need a battery. The motorcycle looks like a tractor, iron, powerful, indestructible, simple - what else is needed for enduro.

8. Water hammer I'm not an expert, but they say that a two-stroke engine cannot have water hammer. I drowned the motorcycle myself. I pulled it out of the ford and drove another 500 km with emulsion in the transmission.

9. 200cc versus 250 I haven’t driven a 250 myself, but I’ve been smoking on American forums. People say that 200cc has more uniform characteristics.

10. Availability of spare parts The KDX200 was very popular in America and Japan. There are plenty of used ones on ebay. The stores are full of spare parts and tuning. There are a lot of developments and tips on tuning.

11. From America or Japan On the American market, the moped version is more powerful. The carburetor and the air filter design are more powerful. But in Japan it is easier to find a moped with a separate lubrication system and an upside-down fork.

12. price The price of KDX on the Russian market is much more affordable than other enduros.

Analogs: Honda CRM 250 - very popular on the Russian market, it is believed that the engine is more technologically advanced, in later versions (CRM250AR) it has an electronic exhaust curtain that gives more low-end. Unknown in Pindosia, spare parts and tuning are a bummer.

Cross motorcycle "Kawasaki-KDX125SR"

About twenty years ago, the pages of the world motorcycle press were replete with articles with alarming warnings that motorsports was again going somewhere wrong. Wise experts agreed that motorcycles for road racing, motocross and even six-day racing lose all resemblance to the machines offered to the ordinary buyer. They have become very powerful, complex and expensive. When looking at the 30-horsepower 250 cc motorcycle, experts gloomily predicted that a person who had not spent forty hours a week in tedious training since childhood would simply not be able to cope with such a formidable beast. And old-timers longingly recalled the twenties - the Golden Times of Motorsports, when you bought the most ordinary motorcycle in a store, removed the headlight, replaced the muffler with a simple pipe and successfully participated in races of any level. Or they lifted the muffler and wings up and easily won gold medals in the FIM six-day race. Stop being sad about the past - the Golden Times are back!

Motorcycle companies, primarily Japanese ones, have long noticed that motocross motorcycles are not only bought by athletes. It turns out that there are plenty of motorcyclists in the world who do not think about sports laurels, but they do not deny themselves the pleasure of dashing through the mud and sand. And then, despising the well-known lines that “you can’t harness one cart. “, motorcycles were thrown onto the market, allowing you to drive around the city in a completely civilized manner, move a considerable distance away from it along the highway, and then completely give vent to your energy, enjoy the ardent temperament of your car on country roads and off-roads. Gradually, such motorcycles became more and more close to purely sports ones. It turned out that a large reserve of power is not a hindrance for the average motorcyclist, and as a result, humpback skates like the Kawasaki KDX125SR presented on this page appeared.

Its official name is a bit dry, but the abbreviation, according to the creators, should emphasize the relationship of the car with the famous Kawasaki cross-country and racing motorcycles, which brought their riders more than one championship title. However, the family resemblance is visible at first glance, and not only thanks to the signature green color. Long-legged long-travel suspensions, a humpbacked gas tank, and a radiator lining for the cooling system. In general, to get a purebred motocross bike, “remove the headlight, remove the mirrors and turn indicators” - a recipe in the spirit of the good old twenties!

A highly boosted engine, of course, is rich in all sorts of technical bells and whistles. If petal valves at the inlet are gradually gaining a place on our motorcycles, then a resonance chamber at the exhaust controlled by a centrifugal regulator, which allows us to adjust the exhaust system to engine speed, still seems pure fantasy to our motorcyclists. We have already mentioned liquid cooling. Electronic ignition has a built-in ignition timing adjustment program: from 10.5° at 1300 rpm to 26.5° at 3000 rpm. The Keihin carburetor has an impressive diffuser diameter of 28 mm. What to do, such forced engines differ in appetite beyond their size: 6-8 liters per 100 km are guaranteed. And one more inevitable drawback: despite all the tricks, the operating speed range is quite narrow, so you have to use a six-speed gearbox. The chassis of the motorcycle allows you to use all the advantages of the engine on any off-road. The rigid perimeter frame is assembled from rectangular and round steel pipes.

So, you get on the motorcycle, insert the ignition key (the ignition switch, by the way, is located in a rather unusual place - on the frame under the gas tank). In front of you is a downright Spartan instrument cluster: a speedometer and three signal lights - neutral gear, high beam and turn indicators. No tachometer, no lubrication system warning light - the company assumes that you are an experienced enough driver to navigate by ear. There is also no red electric starter button designed for pampered sybarites. But when the engine comes to life, you feel that with such a heart you can compete for medals of the highest value. Well, you’re right: on this motorcycle, athletes from different countries have repeatedly successfully taken part in enduro competitions, including the famous “six-day race”!

Kawasaki KDX125SR

About twenty years ago, the pages of the world motorcycle press were replete with articles with alarming warnings that motorsports was again going somewhere wrong. Wise experts agreed that motorcycles for road racing, motocross and even six-day racing lose all resemblance to the machines offered to the ordinary buyer. They have become very powerful, complex and expensive. When looking at the 30-horsepower 250 cc motorcycle, experts gloomily predicted that a person who had not spent forty hours a week in tedious training since childhood would simply not be able to cope with such a formidable beast. And old-timers longingly recalled the twenties - the Golden Times of Motorsports, when you bought the most ordinary motorcycle in a store, removed the headlight, replaced the muffler with a simple pipe and successfully participated in races of any level. Or they lifted the muffler and wings up and easily won gold medals in the FIM six-day race. Stop being sad about the past - the Golden Times are back!

Motorcycle companies, primarily Japanese ones, have long noticed that motocross motorcycles are not only bought by athletes. It turns out that there are plenty of motorcyclists in the world who do not think about sports laurels, but they do not deny themselves the pleasure of dashing through the mud and sand. And then, despising the well-known lines that “you can’t harness one cart. “, motorcycles were thrown onto the market, allowing you to drive around the city in a completely civilized manner, move a considerable distance away from it along the highway, and then completely give vent to your energy, enjoy the ardent temperament of your car on country roads and off-roads. Gradually, such motorcycles became more and more close to purely sports ones. It turned out that a large reserve of power is not a hindrance for the average motorcyclist, and as a result, humpback skates like the Kawasaki KDX125SR presented on this page appeared.

Its official name is a bit dry, but the abbreviation, according to the creators, should emphasize the relationship of the car with the famous Kawasaki cross-country and racing motorcycles, which brought their riders more than one championship title. However, the family resemblance is visible at first glance, and not only thanks to the signature green color. Long-legged long-travel suspensions, a humpbacked gas tank, and a radiator lining for the cooling system. In general, to get a purebred motocross bike, “remove the headlight, remove the mirrors and turn indicators” - a recipe in the spirit of the good old twenties!

A highly boosted engine, of course, is rich in all sorts of technical bells and whistles. If petal valves at the inlet are gradually gaining a place on our motorcycles, then a resonance chamber at the exhaust controlled by a centrifugal regulator, which allows us to adjust the exhaust system to engine speed, still seems pure fantasy to our motorcyclists. We have already mentioned liquid cooling. Electronic ignition has a built-in ignition timing adjustment program: from 10.5° at 1300 rpm to 26.5° at 3000 rpm. The Keihin carburetor has an impressive diffuser diameter of 28 mm. What to do, such forced engines differ in appetite beyond their size: 6-8 liters per 100 km are guaranteed. And one more inevitable drawback: despite all the tricks, the operating speed range is quite narrow, so you have to use a six-speed gearbox. The chassis of the motorcycle allows you to use all the advantages of the engine on any off-road. The rigid perimeter frame is assembled from rectangular and round steel pipes.

So, you get on the motorcycle, insert the ignition key (the ignition switch, by the way, is located in a rather unusual place - on the frame under the gas tank). In front of you is a downright Spartan instrument cluster: a speedometer and three signal lights - neutral gear, high beam and turn indicators. No tachometer, no lubrication system warning light - the company assumes that you are an experienced enough driver to navigate by ear. There is also no red electric starter button designed for pampered sybarites. But when the engine comes to life, you feel that with such a heart you can compete for medals of the highest value. Well, you’re right: on this motorcycle, athletes from different countries have repeatedly successfully taken part in enduro competitions, including the famous “six-day race”!

Engine - single-cylinder, two-stroke; working volume - 124 cm3; maximum power - 30 l. With. at 9500 rpm; gearbox - six-speed; tire size: front - 70/100-21, rear - 4.60-18; dry weight - 104 kg; base - 1390 mm; seat height - 860 mm; ground clearance - 260 mm.

RECORDED: FULL TEST OF 1999 KAWASAKI KX125

This story was written in the January 1999 issue of Motocross Action Magazine.

Interested in the 1999 Kawasaki KX125? Don't know anything about this? Here are some facts:

Engine: Water-cooled, two-stroke, twin-cylinder, 124cc engine. See Bore and Stroke: 54mm by 54mm. Transmission: Six-speed, wet clutch. Suspension: 12.2-inch Kayaba 46mm inverted forks and 13-inch Kayaba shocks (20 strokes of rebound and 18 strokes of compression). Wheelbase: 56.5 inches. Claimed weight: 191.7 lbs. Cost: $4998.

These are technical specifications, but these are the questions most riders want answered:

QUESTION ONE: IS THE K99 '125 ENGINE FAST?

A: One thing is true - it is much faster than the 98 KX125. Last year the KX125 engine was anemic. He hit the midrange with all the force of a wet dishrag. No bottom. No top. Simply mysterious, difficult to use and out of this world midrange. It was embarrassing. Racing the '98 KX125 was like tying your bike to an anchor at the starting line.

Is 99 so fast? Yes. How much faster? About two ponies quicker than '98, and while the power balance is relatively unchanged (no bottom, no top), the breadth of midrange power is significantly wider. More horsepower means more work.

Engine KX125.

QUESTION TWO: IS THE '99 ENGINE BETTER THAN THE 98'?

A: Didn't you read the last paragraph? The only thing less cool than last year's KX125 engine is that it has Briggs and Stratton written all over it.

QUESTION THREE: WHAT DID KAWASAKI DO TO THE K99 '125 ENGINE?

A: We can't reveal all the secrets of KHI (Kawasaki Heavy Industries), but we can say that Kawasaki didn't have the budget to throw the KX125 engine away and start over. At least in '99 they don't have R&D dollars. Although we bet they'll find them in year 2. For what? Conglomerates do not always immediately respond to consumer requests; they have other priorities. When developing engines, mold life plays a big role in the R&D budget. The molds have actuarial tables, and the molds for the KX125 engines will run out in 2000, not before.

QUESTION THREE THREE + 1: WHAT DOES THIS MEAN?

(1) The '99 KX125 engine is a fancy engine. A tweak here, a mod there, and band-aids everywhere.

(2) Next year the KX125 will likely get a completely new engine.

That said, here's a quick list of what Kawasaki engineers changed for '99.

(1) The KX125 gets a reshaped port, new intake, revised exhaust timing and improved KIPS valve clearance. (2) The KX125 (and KX250) are equipped with the latest Power Jet Keihin carburetor (36mm on the 125 and 38mm on the 250). A "short" carburetor places the slider 12mm closer to the engine. (3) The KX125 will get an all-new Keihin Power Jet for '99. The 36mm "shorty" is very different from last year's: (A) The slide is located 12mm closer to the engine; (B) Kawasaki used a "throttle position sensor" (labeled K-TRIC) that varies ignition timing based on throttle settings and engine speed (similar to the Yamaha YZ400 throttle position sensor).

(4) The cutouts on the side panels are no longer hand grips for lifting the bike (you have to lift it by the rear fender), but are just for air intake. The front of the airbox is angled toward the carburetor for more direct airflow. Stiffer rubber is used on the air boot to prevent it from flexing as the engine draws air into the intake tract.

(5) Kawasaki uses magnesium for the clutch cover instead of aluminum.

(6) Kawasaki cut, trimmed, machined and collected as much excess metal as possible from the primary drive, starter driven gear, clutch drive and all six transmissions.

(7) The KX125 has a new exhaust pipe, and the thickness of the muffler end cap stamping has been reduced from 1 to 0.8 mm.

1999 KX125 in action.

QUESTION FOUR: WHAT DO THE CHANGES MEAN?

A: They mean the difference between a roach and a racing bike. While the '98 KX125 could barely get out on its own, the '99 version delivers a powerful, competitive, and powerful punch.

QUESTION FIVE: IS THE KX125 FASTER THAN A YZ125?

A: No. A million times not, but where the KX125's powerband operates, it performs well. The power and mid-length make the KX125 a fun ride. This bike rewards hard riding and, conversely, punishes the lazy. The required intensity to keep the engine boiling is not for the weak of will. That's why Ricky Carmichael does so well at one.

The improvement is significant. This is important enough to earn the KX125 the "Best 125 of 99" award.

QUESTION SIX: WHAT ABOUT THE STREAM?

A: We had a slight issue with a rich engine in the middle (which couldn't be fixed with something as simple, inexpensive and straightforward as clip position). To even out the middle, we swapped the N7PW needle for an N7NW. Here's what we ran on our SoCal Sea Level Track Bike:

Main Jet: 158 Pilot Jet: 45 Jet Power: 52 Needle: N7NW (stock N7PW) Propeller: 1-1/2 turns Clip: No. 3 slot Note: The new KX125 carburetor is very sensitive to propeller settings. We could get rich or lean in less than half a turn of a propeller.

QUESTION SEVEN: HOW GOOD DOES IT WORK?

A: Do yourself a favor and ask your dealer to add a 49-tooth rear sprocket. Lower gearing helps the KX125 tremendously.

QUESTION EIGHT: WHAT ABOUT THE REAR SUSPENSION?

A: Great! The '99 KX125's rear suspension is the best on the track. Roll it out of the showroom, set the sag to 95mm and live happily ever after.

WHAT IS OUR BEST SETTING? Spring rate: 4.6/4.8/5.0 kg/mm ​​Race sag: 97mm Hi compression: 2-1/2 turns out Lo compression: 10 clicks Rebound: 12 clicks

QUESTION NINE: How good are the new forks?

A: Although the KX99 '125 forks have lighter damping and springs, they are the same Kayaba units as the KX250. We weren't very happy with the KX250 forks. They had three problems: (1) The progressive rate springs are too soft in the initial stroke and allow the bike to sag under load; (2) The height of the oil is not sufficient to stop the sharp fall during large jumps; (3) The compression and rebound in the middle of the kick contributes to the porpoise effect when landing from jumps.

The KX125 forks, due to the lighter weight of the machine, do not have the bad qualities of the KX250 - or at least not to the same extent. We replaced the stock 0.39/0.41 progressive springs with the next stiffest 0.40/0.42 progressive springs (but only because Kawasaki doesn't offer a straight 0.42 spring). The stiffer springs helped maintain the correct position when attacking uneven sections of the track (and were a big help in absorbing G-forces). However, the forks tend to clunk to the bottom. The KX125 fork received a "Good" rating.

QUESTION TEN: WHAT ARE THE BEST FORK SETTINGS?

A: What was our best setting? For hardcore racing we recommend the following setup: Spring Rate: 0.40 / 0.42 kg/mm ​​(0.39 / 0.41 stock) Oil Height: 97mm (107mm stock) Compression: 10 clicks Rebound: 11 clicks Fork Leg Height: 3mm above top of cradle Notes : The easiest way to get a stiffer 0.40/0.42 progressive spring is from a KX250 rider who replaced it with a stiffer 0.43 or 0.44 straight rate spring. 0.40/0.42 goes on sale on 99 KX250. We increased the oil height by 10mm to improve the fork's resistance to bottoming out on big jumps.

QUESTION 11: HOW IS THIS HANDLED?

A: It's rare for a chassis to find universal acclaim among test riders, but there's something about the KX125 that can appeal to a wide variety of people. What's strange about this? (1) The KX125 is the least 125 of all tiddlers. The frame is large, wide and plump. (2) The turning radius is not as sharp as the RM125 - it takes time. However, since the wheelbase is 30mm shorter than the KX250, it's not a slow handler (just relaxed). (3) Sitting astride the KX125, you could have sworn you were aboard a KX250. It has the same ergos, but the numbers are not identical. The KX125's headset has been moved back 15mm and the swingarm has been shortened by 10mm. This makes the little KX more nimble than its big brother, although the sense of spaciousness is hard to erase.

We think it's a great handling 125? No. But given their drummers, this is the 125 chassis that most test riders choose as their favorite. There are many paradoxes: not the fastest turn; not the most stable; not the easiest feeling; not the smallest; Still, my love.

QUESTION 12: WHAT DO WE HATE?

Hate list: (1) decals: Stickers on pendulum blown off at car wash (on soap cycle). (2) Tank: The black gas tank makes it difficult to tell the fuel level (although Kawasaki inserted a white anti-skid tube into the hole to reflect more light into the cavity). (3) Brakes: The front brake is soft. The stopping power is minimal compared to other brands (including Euro). (4) Bars: We will not ride with standard handlebars (after the pair are bent in the rider's hands when landing from a jump). (5) Jet: The range is far enough that inexperienced riders can ignore it (which is the worst shot mistake). (6) Saddle: Kawasaki seats were never amazing, but they were usually too soft. The '99 saddle is thin in the back (a la Yamaha) and too steep in the front. The seat brackets are riveted and have an annoying habit of breaking. Watch them carefully. (7) Shemale: Shift is jagged. Missed elevations are common. Try shifting before maximizing the revs. (8) License Plates: Full coverage side panels replace last year's insert style side panels. Some test riders felt they were adding width to the KX's midsection. (9) Bar Clamps: We installed a KX250 top triple clamp on our KX125. The KX125 comes with mounted bars, while the KX250 clamps are rubber-mounted and reversible. We felt the need to move the bars forward in the clamps.

QUESTION 13: WHAT DO WE LIKE?

List of Likes: (1) Pipe: We love the coating Kawasaki puts on their exhaust pipe. It's durable, doesn't rust, and looks smart. (2) Air filter: The air filter locating system uses two teeth. We like this, but always touch the airbox and make sure the bottom pin is in the hole. (3) Grips: New semi-waffle grips on the thick side for the typical 125 rider. However, they feel amazing (thanks to the very low profile waffles). (4) Frame: Square aluminum subframe (instead of round steel tubes). (5) Spokes: Aluminum spoke nipples replace last year's steel nipples. (6) Skid Frames: Plastic cages (a la KTM) have been added to protect the frame rails from scratches. (7) Brackets: Radiators are supported by small brackets to prevent them from bending backwards in a crash. (8) Axle: The front axle clamp is a Honda style two pinch bolt design. (9) Shock: The rear shock provides high- and low-speed compression damping (a la Honda). (10) Shoes: The KX125 comes with Dunlop K490 (front) and K739 (rear). (11) Linkage: The rear shock linkage receives needle bearings to reduce sticking and binding. (12) Discs: U-shaped discs look very tricky, but the jury is still out on durability.

QUESTION 14: WHAT DO WE REALLY THINK?

Engine: The '99 powerband is very one-dimensional (mid-range only), but it's so good that it makes most MXA testers prefer the KX125's power style over the mid-range engines from Suzuki, Husqvarna and Honda. Yamaha and KTM have different power ranges.

Appeal: The little KX feels just like its big brother. We had our doubts that 125 with 250 atmosphere would be a pleasant experience, but it was. It doesn't look like a toy. It goes where you aim and seems to take feedback better than your average Tiddler chassis. The KX125's wheelbase is much shorter than the KX250's, eliminating the big KX's reluctance to turn tight berms. Not every rider will fall in love with the big-bike feel of the KX125, but every MXA tester did.

Suspension: Best all-around suspension in the 125 class. The forks are less efficient than the rear shocks, but the combo adds up to a race bike.

Overall Rating: Last year, when a test rider was assigned to the KX125 race, he acted as if he had been given an eye patch, a cigarette, and asked to stand against the wall. For '99, the bail went up. This is a great bike with a good engine.

Review of Kawasaki KX 125 - a motocross bike for beginners

The Kawasaki KX 125 is a motocross bike that is an inexpensive option for beginner motorcycle enthusiasts.

It is unpretentious in its characteristics, but has very good performance, which allowed it to be produced from 1974 to 2008.

For whom

Here are the main features of the Kawasaki KX 125:

• availability of KIPS – power valve system;
• interesting, classic design for such motorcycles;
• two-stroke liquid-cooled motor.

Initially, the motor was air-cooled, which changed eight years after the start of production. The motorcycle definitely served, if not as a prototype, then at least as a significant basis for other Kawasaki bikes of this class.

Specifications

The parameters differ in balance and relative performance for their age. The Kawasaki KX 125 has both good traction and speed, which is achieved thanks to the power valve system. In a word, nothing outstanding, but everything is on the level.

Engine

The model has a two-stroke single-cylinder engine. Its volume is 124 cm³. It has liquid cooling, the maximum characteristics are as follows: at 10,500 rpm the torque reaches 26.5 Nm, and at 11,000 rpm the power is 40.49 hp.

Transmission

The KX 125 uses a chain as a drive. The gearbox is six-speed, and at the same time reverse. Such a transmission is sufficient for a motorcycle, since it allows you to unleash the potential of the engine, taking into account the characteristics of the chassis of the car.

Dimensions and weight

The weight of the bike without fuel is 87 kg. Compared to motorcycles of many other classes, this is a very small figure. The gas tank capacity reaches only 8.2 liters, but this is natural for this class, because otherwise such a weight would not be possible. The length of the model is 2165 mm, its height is 1265 mm, and its width is 815 mm. The saddle height reaches 945 mm. The wheelbase dimensions of the motorcycle are 1470 mm.

Chassis and brakes

The frame of the KX 125 is perimeter, steel. It is typical for motocross bikes. The wheels are spoked, which allows the motorcycle to have less weight. The steering wheel is of standard sizes for the class and provides good control both during normal and high-speed driving.

The rear suspension is a progressive monoshock absorber with a travel of 310 mm. The front suspension is an inverted fork with dimensions of 48 mm, the travel of which is 300 mm. The rear brake is a 240 mm disc, assisted by a single-piston caliper. The front brake is a 250 mm disc with a two-piston caliper.

Production

Long decades of production speak for themselves: this model has achieved success, and deservedly so. It doesn’t shine compared to other motocross options, but it has settled well in its niche – the niche of motocross bikes for beginners.

Classmates

The main rivals for the KX 125 are the following models: YZ 125 from Yamaha, RM 125 from Suzuki and CR 125 R from Honda. All of these motorcycles are no less worthy than the model from Kawasaki, although some have certain drawbacks.

History of changes

Here are the stages that the bike went through on its way:

• 1974 – start of production;
• 1978 – the chassis and frame are updated;
• 1982 – liquid-cooled engine;
• 1985 – KIPS system;
• 2008 is the last year of production and sales.

This rarity will forever go down in the history of the motocross motorcycle industry. It will be remembered by connoisseurs for its good price-quality ratio.

Brief history of the model

1974 - start of production and sales. First generation. Model: Kawasaki KX125 (North America). Factory designation: KX125-A1.

1975 - no significant changes. Model: Kawasaki KX125 (North America). Factory designation: KX125-A2.

1976 - no significant changes. Model: Kawasaki KX125 (North America). Factory designation: KX125-A3.

1978 - no significant changes. Model: Kawasaki KX125 (North America). Factory designation: KX125-A4.

1979 - no significant changes. Model: Kawasaki KX125 (North America). Factory designation: KX125-A5.

1980 - no significant changes. Model: Kawasaki KX125 (North America). Factory designation: KX125-A6.

1981 - no significant changes. Model: Kawasaki KX125 (North America). Factory designation: KX125-A7.

1982 - restyling of the model. Second generation. Model: Kawasaki KX125 (North America). Factory designation: KX125-B1.

1983 - no significant changes. Model: Kawasaki KX125 (North America). Factory designation: KX125-B2.

1984 - restyling of the model. Third generation. Model: Kawasaki KX125 (North America). Factory designation: KX125-C1.

1985 - restyling of the model. Fourth generation. Model: Kawasaki KX125 (North America). Factory designation: KX125-D1.

1986 - restyling of the model. Fifth generation. Model: Kawasaki KX125 (North America). Factory designation: KX125-E1.

1987 - no significant changes. Model: Kawasaki KX125 (North America). Factory designation: KX125-E2.

1988 - restyling of the model. Sixth generation. Model: Kawasaki KX125 (North America, Europe, Japan). Factory designation: KX125-F1.

1989 - restyling of the model. Seventh generation. Model: Kawasaki KX125 (North America, Europe, Japan). Factory designation: KX125-G1.

1990 - restyling of the model. Eighth generation. Model: Kawasaki KX125 (North America, Europe, Japan, Australia). Factory designation: KX125-H1.

1991 - no significant changes. Model: Kawasaki KX125 (North America, Europe, Japan, Australia). Factory designation: KX125-H2.

1992 - restyling of the model. Ninth generation. Model: Kawasaki KX125 (North America, Europe, Japan, Australia). Factory designation: KX125-J1.

1993 - no significant changes. Model: Kawasaki KX125 (North America, Europe, Japan, Australia). Factory designation: KX125-J2.

1994 - restyling of the model. Tenth generation. Model: Kawasaki KX125 (North America, Europe, Japan, Australia). Factory designation: KX125-K1.

1995 - no significant changes. Model: Kawasaki KX125 (North America, Europe, Japan, Australia). Factory designation: KX125-K2.

1996 - no significant changes. Model: Kawasaki KX125 (North America, Europe, Japan, Australia). Factory designation: KX125-K3.

1997 - no significant changes. Model: Kawasaki KX125 (North America, Europe, Japan, Australia). Factory designation: KX125-K4.

1998 - no significant changes. Model: Kawasaki KX125 (North America, Europe, Japan, Australia). Factory designation: KX125-K5.

1999 - restyling of the model. Eleventh generation. Model: Kawasaki KX125 (North America, Europe, Japan, Australia). Factory designation: KX125-L1.

2000 - no significant changes. Model: Kawasaki KX125 (North America, Europe, Japan, Australia). Factory designation: KX125-L2.

2001 - no significant changes. Model: Kawasaki KX125 (North America, Europe, Japan, Australia). Factory designation: KX125-L3.

2002 - no significant changes. Model: Kawasaki KX125 (North America, Europe, Japan, Australia). Factory designation: KX125-L4.

2003 - restyling of the model. Twelfth generation. Model: Kawasaki KX125 (North America, Europe, Japan, Australia). Factory designation: KX125-M1.

2004 - no significant changes. Model: Kawasaki KX125 (North America, Europe, Japan, Australia). Factory designation: KX125-M2.

2005 - no significant changes. Model: Kawasaki KX125 (North America, Europe, Japan, Australia). Factory designation: KX125-M3.

2006 - no significant changes. Model: Kawasaki KX125 (North America, Europe, Japan, Australia). Factory designation: KX125-M6F.

2007 - no significant changes. Model: Kawasaki KX125 (North America, Europe, Japan, Australia). Factory designation: KX125-M7F.

2008 is the last year of production. Model: Kawasaki KX125 (Europe, Japan, Australia). Factory designation: KX125-M8F.

Honda CR125R - technical characteristics of a full-fledged motocross motorcycle

The history of the Honda CR125R cross-country motorcycle largely repeats the history of a chekka of the same brand, of the same class - the CR250R. Born in 1974 , it retained its original appearance for a long time; in 1998, it changed the frame material from steel to aluminum alloys.

Also closed in 2007, as the company switched entirely to the production of models with 4-stroke engines.

Therefore, it is not surprising that the models are considered sisters. Older and younger.

Since 1998, the model has received a number of minor changes that are designed to make the design lighter, as well as one major restyling - in 2005 .

Although there was no special connection to the sales market (you could buy a cross-country dog ​​in any country), no one canceled the connection to the class. It was a sports equipment for which a PTS was not issued. Its appearance on public roads definitely led to problems with the traffic police (the Russian version is the traffic police).

Photo gallery

Specifications

With the exception of the 2005 , the motorcycle engine did not receive any special changes. It was a standard 1 cylinder . The only unusual (for today) detail was the 2T type .

Fuel supply system - 1x 36 mm carburetor in the first generation or 1x 38 mm since 2002.

Transmission and clutch

The motorcycle received a 5-speed gearbox.

As usual, the Honda gearbox did not cause any problems for the pilot. The gears shifted smoothly but clearly, the pedal travel was within reasonable limits, and neutral was also caught well.

The main drive is standard - chain .

Brakes

To save resources, the motorcycle received 1 disc per wheel . According to user reviews, the brakes work well, but the engine is so playful that sometimes you can overpress it and end up in a skid. However, for a motocross motorcycle this is normal.

The diameter of the brake rotors is 240 mm (the discs are identical). The front wheel is served by a 2-piston , the rear wheel by 1 .

No additional systems are provided.

Driving performance

Since the motorcycle is a sports bike, only the team mechanics had official information about the maximum speed. But the speed measured by users using GPS is only 90 km/h . It is useless to measure acceleration from zero to 100 km.

Fuel consumption

Consumption according to specifications is 5.6 liters per 100 km . Considering that the tank is only 7.5 liters, the average distance per fill-up should be more than 100 km . However, users note that such a distance will require refueling 2 times. According to estimates, one full tank is enough for about 90 km of travel. Not the best performance, but again, this is a motorcycle for sports competitions, and in such conditions, both the average consumption and the distance on 1 refueling do not play any special roles .

Fuel tank capacity is 7.5 liters (on the second generation – 7.7 liters).

Modifications

The model has no official modifications.

But many people called the older sister - 250 cubes - such a modification . As mentioned, the history of bikes has been the same, so why not consider modifications? But the buyers did not agree. The fearful one was in great demand.

and competitors

The racing segment is a very tasty morsel, so competitors did not want to leave the entire “pie” to Honda, presenting their own modifications.

• Suzuki offered the RM 125 . However, according to an incomprehensible idea from marketers, all products were sold only to the USA. Therefore, it did not receive much of an advantage in global sales.
• Kawasaki has revealed its answer - the KX125 . He did not do any special positioning by country, but the motorcycles were sent to Europe and America, North and South.
• Yamaha has released the YZ 125 . But she took into account the mistakes of the “yellows”, and having started sales in the USA, she gradually covered all other world markets. In addition, it did not curtail production and the brand new YZ 125 can be bought even in 2019 .

Advantages and disadvantages

As you would expect from a model with a 2T engine, it has many features in the fuel system. But the cross-country class and timely maintenance level them out.

• the reliable engine gave some of the more modern 4-stroke engines a run for their money;
• oil consumption is a common feature of 2t, since oil must be added at each refueling;
• sports suspension from Kayaba;

Users noted that the bike handles perfectly, regardless of the quality of the surface on which you have to move - be it asphalt or off-road.

Conclusion

Honda CR125R is an interesting crossbike with a long history. Although outdated, it is still capable of competing with modern models.

• As users note, the Honda CR125R was a good, reliable motorcycle that did not require ultra-complicated maintenance .
• An excellent choice for those who decide to seriously engage in motorsports.

And although it is already considered history due to the engine’s non-compliance with modern requirements, it is still capable of giving a “light” to many modern bikes, at least in terms of reliability.

Technical characteristics of Kawasaki KX 125 2000s:

Technical characteristics of Kawasaki KX125 (KX125J-M, 1992-2008):