Kawasaki KLX 400R

Kawasaki KLX 400R

Make Model

Kawasaki KL X400R

Year

2003

Engine

Four stroke, single cylinder, DOHC, 4 valve

Capacity

398 cc / 24.3 cu-in

Bore x Stroke

90 x 62.6 mm.

Cooling System

Liquid cooled, 50% distilled water & 50% ethylene glycol base antifreeze

Compression Ratio

11.3:1

Induction

Keihin FCR39

Ignition

Digital CDI

Starting

Electric

Max Power

40 hp / 29.2 kW @ 8500 rpm

Max Torque

Clutch

Wet, multi-disc, manual

Transmission

6 Speed

Final Drive

Chain, 520, O-ring, 14-tooth front, 50-tooth rear

Frame

High tensile steel perimeter

Front Suspension

Telescopic, oil-damped, 11-way compression damping, adjustable spring preload

Front Wheel Travel

287 mm / 11.3 in

Rear Suspension

Link-type, fully adjustable spring preload, 26-way compression damping

Rear Wheel Travel

294 mm / 11.6 in

Front Brakes

Single 250mm disc 2 piston caliper

Rear Brakes

Single 220mm disc 1 piston caliper

Front Tyre

80/100-21

Rear Tyre

120/90-18

Rake

27.6

Trail

114.3 mm / 4.5 in

Dimensions

Length 2235 mm / 88.0 in
Width 825.5 mm / 32.5 in
Height 1244.6 mm / 49.0 in

Wheelbase

1473 mm / 58.0 in

Seat Height

945 mm / 37.2 in

Ground Clearance

325 mm / 12.8 in

Dry Weight

119 kg / 262 lbs

Fuel Capacity

10 Litres / 2.6 US gal

Kawasaki KLX400 When the other brands here noticed a gap in their lineups, they fired up the R&D machine and developed a bike to fill the gap. Kawasaki and Suzuki recently entered into a sort of partnership to flesh out these gaps in their lineups without tiring out their R&D departments or draining the budget. They agreed to share certain models and, voila, a green DR-Z400 rebadged as a KLX400. Of course, Suzuki has the DR-Z400 in kickstart and electric-start flavors, while the KLX comes only with the E-button.

Both companies also sell a dual-sport rendition. It will pass California standards, but the dirt-only model we tested is a federal off-road model and thus a red-sticker bike that may be restricted to certain times of the year at some riding areas in California.

Even in the completely stock and wonderfully quiet form, the KLX makes a very impressive 40 horsepower. Both Suzuki and Kawasaki sell their street versions of this bike in electric-start only, but with the same quality suspension components found on the off-road race models, including a fully adjustable shock and Showa 49mm conventional fork with cartridge internals.

The seat height is not especially low, but the seat is soft and cushy. The rear of the seat slopes backWard, and that makes some riders feel as if they are sliding back under acceleration. Otherwise, the KLX is the off-road spiritual brother to a Cadillac: plenty of power, supple suspension and ample comfort.

The steering is not really crisp, but like the Gas Gas, that has more to do with the seat and tank keeping the rider from getting forward than it does with frame geometry. At a trail pace, the KLX is super-plush, easy to ride and pleasant. Bump up to race pace, though, and the 283-pound KLX is less happy. With a fair amount of weight, soft suspension and sit-down-oriented ergonomics, the DR-Z doesn't like to be pushed. You can crank in the compression quite a bit with good results, and the action doesn't suffer much, either.

Frankly, serious racers will look elsewhere. Trail riders will find all they need here to thrill them yet enjoy a comfortable ride that offers vibration-free plonking. We give it demerits for its lack of green-sticker legality but still call it a trail favorite.The KLX runs $5499.

The KLX400 makes a comfortable ride but is not ready for the racetrack. I could feel the extra weight of the electric starter. This would be a good bike for the average trail rider. Elmer Symons

Whatever off-road bike I have gets used for a race bike for a few, select events. For that reason, I prefer the kickstart DR-Z. If I wasn't racing or rode predominantly on hard terrain, I'd go for the luxury cruiser E-start versions. At race pace or in sand, I feel the weight, but otherwise, I don't so why kick? Karel Kramer

Hey, if you want an electric motor and cushy seat, this is the one. As long as you don't push the pace too hard, it's great. E-start worked flawlessly. Kip Temple

This bike is technically the same as the Suzuki but felt better. The electric start makes a difference in the way the motor runs, because of the extra flywheel mass, and it worked out great on our dry, dusty course. More tractable roll-on power was a big help. Comfy ergonomics helped round out a good, fun package. Ed Tripp

Kawasaki KLX400 When the other brands here noticed a gap in their lineups, they fired up the R&D; machine and developed a bike to fill the gap. Kawasaki and Suzuki recently entered into a sort of partnership to flesh out these gaps in their lineups without tiring out their R&D; departments or draining the budget. They agreed to share certain models and, voila, a green DR-Z400 rebadged as a KLX400. Of course, Suzuki has the DR-Z400 in kickstart and electric-start flavors, while the KLX comes only with the E-button.Both companies also sell a dual-sport rendition. It will pass California standards, but the dirt-only model we tested is a federal off-road model and thus a red-sticker bike that may be restricted to certain times of the year at some riding areas in California.Even in the completely stock and wonderfully quiet form, the KLX makes a very impressive 40 horsepower. Both Suzuki and Kawasaki sell their street versions of this bike in electric-start only, but with the same quality suspension components found on the off-road race models, including a fully adjustable shock and Showa 49mm conventional fork with cartridge internals.The seat height is not especially low, but the seat is soft and cushy. The rear of the seat slopes backward, and that makes some riders feel as if they are sliding back under acceleration. Otherwise, the KLX is the off-road spiritual brother to a Cadillac: plenty of power, supple suspension and ample comfort.The steering is not really crisp, but like the Gas Gas, that has more to do with the seat and tank keeping the rider from getting forward than it does with frame geometry. At a trail pace, the KLX is super-plush, easy to ride and pleasant. Bump up to race pace, though, and the 283-pound KLX is less happy. With a fair amount of weight, soft suspension and sit-down-oriented ergonomics, the DR-Z doesn't like to be pushed. You can crank in the compression quite a bit with good results, and the action doesn't suffer much, either.Frankly, serious racers will look elsewhere. Trail riders will find all they need here to thrill them yet enjoy a comfortable ride that offers vibration-free plonking. We give it demerits for its lack of green-sticker legality but still call it a trail favorite.The KLX runs $5499.The KLX400 makes a comfortable ride but is not ready for the racetrack. I could feel the extra weight of the electric starter. This would be a good bike for the average trail rider. Elmer SymonsWhatever off-road bike I have gets used for a race bike for a few, select events. For that reason, I prefer the kickstart DR-Z. If I wasn't racing or rode predominantly on hard terrain, I'd go for the luxury cruiser E-start versions. At race pace or in sand, I feel the weight, but otherwise, I don't so why kick? Karel KramerHey, if you want an electric motor and cushy seat, this is the one. As long as you don't push the pace too hard, it's great. E-start worked flawlessly. Kip TempleThis bike is technically the same as the Suzuki but felt better. The electric start makes a difference in the way the motor runs, because of the extra flywheel mass, and it worked out great on our dry, dusty course. More tractable roll-on power was a big help. Comfy ergonomics helped round out a good, fun package. Ed Tripp

Source dirtrider.com