2018+ klx250 supermoto conversion
#11
01-02-2020, 10:35 AM
Here is a point of view, from some experience of my own and a brother and the market for the bikes. This is more for a rider looking at the KLX in general, not just the EFI bikes since this is a forum for multiple readers and participants.
My brother went from a Honda NX650 to a CRF230 to get a lighter dual sport. He rode that for a bit then went to a 2006 KLX250S, because it is a better dual sport by a long way. With jetting it is definitely more powerful and better performing, suspension is far better than the CRF230, while being a few inches taller, but not too bad for anyone with a 29" or longer inseam. Personally I rode a KLX650 and after riding the KLX250 my brother bought, I picked up one myself. Too good a value to bypass for any other one.
Now in comparison the WR is a step above the KLX, having more horsepower, but higher in the RPM and a bit more challenge to use it. The suspension is better, but the bike is a few inches taller, noticeably taller than a KLX. The difference in performance is bigger between the CRF230 and the KLX250, especially once the KLX is jetted properly, than it is between the KLX250 and the WR250.
Then there is the pricing and potential hop up. The KLX can do a low priced AHL 299cc kit (under $200 on Amazon) to boost power plus the Athena and B&B 330cc kit and a 351cc kit from B&B. With the addition of a flat slide Mikuni TM36-68 throttle response is increased significantly boosting performance. Recent word has it that B&B has got the kit working with a revised EFI program for the EFI KLX. The suspension can be revalved to suit the rider. Much of this can be done for less than the added cost of a WR. A good KLX can be found for less than $2500, shrewd shopping will find excellent ones for under $2000. I don't know how the WR market is now, but when we did our bikes they were another $1000 higher for similar condition machines.
For the OP the biggest advantage of the KLX would be the availability of exchangeable parts as demonstrated by the rear hub/wheel that has been used on KLXs since 1994 and includes a variety of models. Kawasaki was good at using the parts bin in some of their bikes. The only "clinker" with the newer KLX250 is the front hub, the e-speedo set up requires a 2009 or newer front hub. The previous hub was shared by KLXs as well as KDXs from the 200s to the 650s.
The KLX may not be the best out there, but it is one heck of a value per dollar spent. The only thing that approaches and eclipses it would be one of the Chinese bikes, but then the buyer will have to be pretty much self reliant for any mechanical work, due to lack of dealer network. The Chinese bikes are presenting an interesting market alternative, but not really for every rider. Parts sources are minimal and dependent on the importer, not a network with established distribution through multiple dealerships, like the major manufacturers.
My brother went from a Honda NX650 to a CRF230 to get a lighter dual sport. He rode that for a bit then went to a 2006 KLX250S, because it is a better dual sport by a long way. With jetting it is definitely more powerful and better performing, suspension is far better than the CRF230, while being a few inches taller, but not too bad for anyone with a 29" or longer inseam. Personally I rode a KLX650 and after riding the KLX250 my brother bought, I picked up one myself. Too good a value to bypass for any other one.
Now in comparison the WR is a step above the KLX, having more horsepower, but higher in the RPM and a bit more challenge to use it. The suspension is better, but the bike is a few inches taller, noticeably taller than a KLX. The difference in performance is bigger between the CRF230 and the KLX250, especially once the KLX is jetted properly, than it is between the KLX250 and the WR250.
Then there is the pricing and potential hop up. The KLX can do a low priced AHL 299cc kit (under $200 on Amazon) to boost power plus the Athena and B&B 330cc kit and a 351cc kit from B&B. With the addition of a flat slide Mikuni TM36-68 throttle response is increased significantly boosting performance. Recent word has it that B&B has got the kit working with a revised EFI program for the EFI KLX. The suspension can be revalved to suit the rider. Much of this can be done for less than the added cost of a WR. A good KLX can be found for less than $2500, shrewd shopping will find excellent ones for under $2000. I don't know how the WR market is now, but when we did our bikes they were another $1000 higher for similar condition machines.
For the OP the biggest advantage of the KLX would be the availability of exchangeable parts as demonstrated by the rear hub/wheel that has been used on KLXs since 1994 and includes a variety of models. Kawasaki was good at using the parts bin in some of their bikes. The only "clinker" with the newer KLX250 is the front hub, the e-speedo set up requires a 2009 or newer front hub. The previous hub was shared by KLXs as well as KDXs from the 200s to the 650s.
The KLX may not be the best out there, but it is one heck of a value per dollar spent. The only thing that approaches and eclipses it would be one of the Chinese bikes, but then the buyer will have to be pretty much self reliant for any mechanical work, due to lack of dealer network. The Chinese bikes are presenting an interesting market alternative, but not really for every rider. Parts sources are minimal and dependent on the importer, not a network with established distribution through multiple dealerships, like the major manufacturers.
Last edited by klx678; 01-02-2020 at 10:50 AM.
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