Kawasaki 2003 KX 125 & 250

2003 KX Studio Photos
125 Specs | More 125 model details
250 Specs | More 250 model details

Ok, it's simple. I simply don't belong here. Kawasaki has invited Motorsports-Network to a very special press event for the first ride on the 2003 KX125 and 250. Our location will be the incredible Washougal motocross track just outside of Portland Oregon. At the airport, I find myself riding to the hosting hotel with the likes of wild man Goat Breker and National Champion Jeff Emig, two incredibly successful and of course faster than life motocross riders.

The 20 minute or so drive to the hotel goes by quickly as these are some fun and entertaining guys. Later I learned Rick

Johnson would be attending, as well as many notable journalists. I was a fish out of water, as I don't regularly ride motocross. My biggest fear, other than embarrassing myself on the track, was getting in the way of one of these riders. Thinking things over, however, I came back to the real world and reminded myself that most riders are more like me than not. Not everyone is a pro or expert level motocross rider. Simply put, I was here for the masses. I was here for the guy who works hard to buy a new bike, and then takes it to the track as often as possible.

The Bikes
The 2002 and earlier KX models have a reputation for being good solid bikes, but without the power to match the

competition. Kawasaki, even with last years Supercross championship and what looks like this years outdoor 125 championship, is not willing to live with this reputation any longer. Kawasaki has pulled out the stops, and built an all-new 125 and a heavily changed 250 for 2003. The company knows full well it may take some time to shed the underpowered reputation of the past, and this is the first huge step in that processes.

KX125

More power, lighter weight, quicker handling, new narrower body work.
New longer lasting and re-useable Chrome composite plated cylinder,
allows for optimum exhaust port shape for increased high RPM performance.
O-ring replaces the head gasket.
Re-designed coolant passages for better temperature balance.
New cylinder head.
Integrated rear brake reservoir.
Straighter bend head pipe, for improved exhaust flow.
Shorter, more durable piston.
New air box design with smoother air flow to carb.
TMX38x carb.
New 6-petal reed valve.
New crank with increased inertia for smoother revving.
Reworked clutch.
New bodywork.
New shift mechanism allows smaller engine cases.
New "next generation" perimeter frame. Narrower and more rigid.
New swingarm, thinner spring coils on shock.
Larger rear rotor, new brake pad material front and rear.
MSRP $4,999 US

KX250

New longer lasting and re-useable Chrome composite plated cylinder,
allows for optimum exhaust port shape for increased high RPM performance.
New "next generation" perimeter frame. Narrower and more rigid.
New main bearings.
New air box design with smoother air flow to carb.
Modified pilot circuit.
Second and third gear ratio changes to match increased engine output.
Reworked clutch.
New swingarm, thinner spring coils on shock.
Integrated rear brake reservoir.
New bodywork.
New cylinder head.
New brake pad material front and rear
MSRP $5,899 US

Riding The KX 125
Kawasaki certainly planned this event well and provided each magazine with their own bike, so setup changes could be made to the liking of each magazine. I began my day on the wonderful Washougal track on the all-new 125. I was thrilled with this, as learning a new track and getting my head into motocross mode would be much easier on a 125. And what a 125 the new KX is. The bike is easy to ride and doesn't have a light switch power band. In fact, for a 125 motocrosser, the KX had quite a broad powerband. It runs clean down low with as much, or as little, power as you'd expect from a 125. Mid range is strong for a 125, and this transitions smoothly to the top-end which wails. The transition through the powerband is very manageable. Over-rev is quite good as you can leave the bike in a lower gear and just wind it nearly to the moon to avoid shifting before the next corner. When you get tired, and this takes me no time at all, the KX125 can still be ridden easily with its good lower top-end power - you're not forced to scream the engine to get around the track. Everyone seemed impressed with how far Kawasaki had moved up the ladder in the power department, the new KX is certainly in the hunt with competing models.

In terms of the chassis and ergonomics, the new KX was a delight. Feeling natural from the get-go, as did the 250, the 125 has a

comfortable seat/tank combo allowing excellent body transitioning up over the tank. The bars, an Emig bend, felt good as well. With just a few clicks here and there from stock, we had a extremely well balanced and nearly plush bike, instilling lots of confidence to attack the really fun track. The brakes were strong, had good feel and certainly got a workout after dropping off the tracks huge drop-off downhill before a quick left hander at the bottom.

The KX 125 turned well, not with lightning quick speed, but with poise and control. Air-time was controlled and confidence inspiring. Though none were present at Washougal, it felt as if less experienced motocross riders could learn to jump doubles and triples comfortably on the KX. No surprises in the air, and no hard knocks upon landing back on terra firma.

The KX 125 stands out for it's easy to ride characteristics, natural feel, comfort and usable motor. All the riders seemed to like the bike very much (never heard a single complaint), it's certainly a good bike for the typical riders of the world. It will take direct comparisons with the competing 2003 models to know for sure where the KX 125 stands in the power wars. For now, we know it has what feels like a winning engine and chassis and that the bike is easy to ride. It's a fun bike to ride, so much so, I'd have a hard time deciding on a 125 or 250 for riding the local tracks.

Riding The KX 250
Remember the sweet Honda CR250 engines of the past? (Yes, we know they weren't built by Kawasaki) The great motors Honda put out in the days of headshake problems? The engines were marvelous, but most riders couldn't get past the scary headshake. The first lap on the KX250 immediately brought back memories of those wonderful engines, only with gobs more overall power. The new KX motor has lots of controllable mid-range grunt and a very strong top end, making it possible to ride a gear tall if desired. Over-rev is nothing like the 125, actually a bit lacking, but acceptable for most riders. The KX250's smooth and controllable engine certainly packs a punch, so you'd better be paying attention when you twist the throttle.

The 250's ergonomics felt good indeed, everything as it should be. We had to work a bit to get the suspension package balanced for me; we finally found the magic spot at about 2 clicks out from the stock compression settings. We also took preload out of the shock, going from 100mm to about 102mm of sag. This made for a softer more supple ride, and provided me more control and gobs more fun. Expert riders later rode the same bike and said it felt a little soft, but well balanced.

The 250 puts out big-time power, making it both easier and harder to ride than the 125. The power has to be used in a more controlled manner, yet it allows you to instantly make corrections. The 250 ripped up the tracks big uphill,

wheeling all the way if you liked. In the whoop section, the 250 with its instant power, was far easier to ride and control with a blip of the throttle. Even though these bikes share parts like the frame (less cradle portion), hydroformed swingarm, suspension components, and chain there is a 22 pound difference. The 250 feels considerable larger and heavier. Part of this has to do with the inertia produced by the larger engine. It's not a big thing, just quite noticeable. Out of the starting gate, the 250 was easy to control and provided good clutch feedback as did the 125.

The 250 cornered well, though with the machines added power it was a bit more difficult to hold the inside line compared to the 125. Air time was controlled and neutral, just like on the 125, but there was far more instant power to launch you to the moon.

Experts and pros really liked the KX 250. I liked it for it's hard hitting yet controllable power delivery and easy-to-ride characteristics. There simply wasn't anything not to like with the KX 250, it's a potent machine ready to tackle any task - Supercross or Motocross.

As I write this I'm flying back to Southern California. I've spent a fun morning with Goat and Emig traveling to the airport, eating breakfast and waiting for our flight. ( I think I can call them by their last name, as I now know them much better) Emig is two seats away and asleep, Goats across the isle reading the paper. It's been fun, I guess maybe I do belong.

Editors Note: Our thanks to Kawasaki and their incredibly helpful staff for putting on a great ride and having the guts to invite Motorsports Network. We were certainly here to represent the masses of riders around the world who aren't expert or pro level riders. Our thanks also goes out to AXO for providing some incredibly comfortable and attractive riding gear.