Kawasaki KLX 250 [1994-1997]: A Dual-Sport Legacy Tested in Dirt and Time
Introduction
The Kawasaki KLX 250 stands as a quiet revolution in the dual-sport world. Produced from 1994 to 1997, this generation carved its niche as a lightweight, versatile machine that could transition from weekday commutes to weekend trail adventures with minimal fuss. Riding a well-preserved 1997 KLX 250 today feels like unearthing a time capsule – one that reminds us why simplicity and purpose-driven design still resonate with riders decades later. Let’s dissect what makes this green warrior tick.
Design & Ergonomics: Function Over Flair
The KLX 250’s design ethos screams practicality. Its angular bodywork, tall fenders, and slim fuel tank (10 liters / 2.6 US gal) prioritize function over aesthetics. The 880 mm (35 in) seat height might intimidate shorter riders, but the narrow seat profile and plush suspension travel let you dab a foot on uneven terrain without drama.
Standout features for the era include:
- Liquid cooling: Rare in 250cc dual-sports of the mid-90s, giving it an edge in reliability during slow-speed trail crawls.
- Adjustable suspension: 43 mm USD forks and UNI-TRAK rear shock (both with 16-way damping adjustments) were premium touches.
- Weight distribution: At 130 kg (286 lbs) wet, it feels flickable – a trait modern dual-sports still chase.
The analog dashboard is Spartan, with only essential gauges, but the lack of clutter suits its dirt-focused personality. After hours in the saddle, the upright riding position remains fatigue-free, though highway winds will have you craving a small aftermarket windscreen.
Engine Performance: Modest Power, Maximum Grin
The 249 cc liquid-cooled single-cylinder engine delivers 27 hp (22.3 kW) at 8,500 rpm – modest by today’s standards but peppy enough for its lightweight chassis. Throttle response from the Keihin CVK34 carburetor is crisp, though cold starts demand patience (pro tip: use the choke judiciously).
On the road:
- 0-60 mph (~0-97 km/h) takes... well, let’s just say you’ll enjoy the scenery.
- 6th gear keeps vibrations manageable at 90 km/h (56 mph), but sustained highway speeds feel strained.
Off-road:
- The real magic happens at 4,000-7,500 rpm. Torque peaks at 18.5 lb-ft (2.6 kgf-m), letting you tractor up muddy inclines or loft the front wheel over logs with a clutch pop.
- Gearbox shifts are positive, though finding neutral at stops can be finicky – a common quirk of ’90s dual-sports.
Fuel economy shines at ~30 km/l (70 mpg), granting a 300 km (186 mi) range. Perfect for backcountry exploration, though the small tank limits marathon desert runs.
Handling & Suspension: Where the KLX Truly Shines
The KLX 250’s chassis is its masterpiece. The 1480 mm (56.3 in) wheelbase and 26.5° rake strike a balance between quick steering and stability. On tight singletrack, it dances beneath you – flickable yet predictable.
Suspension highlights:
- Front: 43 mm USD forks swallow rocks and ruts, though hard bottoming occurs on big hits (consider upgrading springs for aggressive riding).
- Rear: UNI-TRAK linkage offers progressive damping. Dial in 8-10 clicks of rebound for technical descents.
Braking: The 250mm front disc lacks bite compared to modern setups but offers ample feel for controlled slides. Swap pads to sintered compounds for sharper response.
Tires: The stock 110/70-17 (front) and 130/70-17 (rear) are road-biased. Fit knobbies like the Pirelli MT21 for serious dirt work – a cheap upgrade that transforms capability.
Competition: How the KLX Stacked Up
The mid-90s dual-sport arena was fierce. Key rivals included:
- Honda XR250L: Air-cooled, bombproof, but heavier (136 kg / 300 lbs). KLX’s liquid cooling and suspension adjustability outclassed it technically.
- Yamaha XT225: Lower seat height (813 mm / 32 in) appealed to beginners but lacked the KLX’s aggressive edge.
- Suzuki DR250S: Comparable specs, yet the Suzuki’s conventional forks couldn’t match the KLX’s USD setup for precision.
The KLX 250’s Achilles’ heel? Parts availability. Unlike the XR’s evergreen support, Kawasaki’s niche following made OEM components harder to source – a gap aftermarket brands like MOTOPARTS.store now fill.
Maintenance: Keeping the Green Machine Alive
The KLX 250 is low-maintenance by design, but attention to these areas ensures longevity:
- Oil Changes:
- Use SAE 10W-40 (1.4L with filter). Frequent off-roaders should change every 1,500 km (930 mi).
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Upgrade to a magnetic drain plug to catch metal shavings.
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Valve Adjustments:
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Check every 6,000 km (3,730 mi). Clearances:
- Intake: 0.10-0.19 mm (0.004-0.007 in)
- Exhaust: 0.15-0.24 mm (0.006-0.009 in)
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Carb TLC:
- Clean jets annually. Consider a JD Jet Kit if riding at varied elevations.
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Stock pilot screw setting: 1.75 turns out.
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Chain & Sprockets:
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14/42 tooth combo wears quickly with aggressive use. Swap to a DID 520VX2 chain and steel sprockets for durability.
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Cooling System:
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Replace coolant every 2 years (1.6L of ethylene glycol mix). Inspect hoses for cracks – aging rubber is a common failure point.
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Brake Fluid:
- Flush DOT 4 fluid annually. Stainless steel brake lines improve lever feel.
Pro tip: Keep tire pressures at 1.8 bar (26 psi) front and 2.0 bar (29 psi) rear for mixed terrain. Drop to 1.5 bar (22 psi) off-road with heavy-duty tubes.
Conclusion: An Underrated Trail Legend
The 1994-1997 Kawasaki KLX 250 remains a benchmark for accessible dual-sport thrills. It’s not the fastest or flashiest, but its blend of adjustable suspension, liquid-cooled reliability, and flickable weight creates a package that’s greater than the sum of its specs.
For modern riders, it’s a blank canvas. Bolt on a Mikuni pumper carb, throw in a 300cc big-bore kit, and you’ve got a vintage scrambler that’ll humble newer bikes in the twisties. Or keep it stock – either way, this KLX generation proves that sometimes, the best adventures come in under 250cc.
Ready to revive your KLX? MOTOPARTS.store stocks everything from OEM-spec valve shims to performance exhausts. Because every legend deserves a second act.
Specifications sheet
| Engine | |
|---|---|
| Stroke: | Four-stroke |
| Ignition: | Digital CDI |
| Starting: | Electric |
| Max power: | 22 kW | 30.0 hp |
| Max torque: | 25 Nm |
| Fuel system: | Keihin CVK34 carburetor |
| Max power @: | 8500 rpm |
| Displacement: | 249 ccm |
| Max torque @: | 7500 rpm |
| Configuration: | Single |
| Cooling System: | Liquid cooled |
| Compression ratio: | 11.0:1 |
| Number of cylinders: | 1 |
| Dimensions | |
|---|---|
| Wheelbase: | 1480 mm (58.3 in) |
| Dry weight: | 116 |
| Wet weight: | 130 |
| Seat height: | 880 mm (34.6 in) |
| Fuel tank capacity: | 10 L (2.6 US gal) |
| Drivetrain | |
|---|---|
| Final drive: | chain |
| Chain length: | 106 |
| Transmission: | 6-speed |
| Rear sprocket: | 42 |
| Front sprocket: | 14 |
| Maintenance | |
|---|---|
| Engine oil: | 10W40 |
| Idle speed: | 1300 ± 100 rpm |
| Brake fluid: | DOT 4 |
| Spark plugs: | NGK CR8E |
| Spark plug gap: | 0.7 |
| Coolant capacity: | 1.6 |
| Forks oil capacity: | 1.08 |
| Engine oil capacity: | 1.4 |
| Engine oil change interval: | Every 5000 km or 2 years (assumed based on typical intervals) |
| Carburetor pilot screw setting: | 1.75 turns out |
| Valve clearance (intake, cold): | 0.10–0.19 mm |
| Valve clearance (exhaust, cold): | 0.15–0.24 mm |
| Recommended tire pressure (rear): | 2.0 bar (29 psi) |
| Recommended tire pressure (front): | 1.8 bar (26 psi) |
| Chassis and Suspension | |
|---|---|
| Rake: | 26.5° |
| Frame: | Steel semi-double cradle (assumed based on model type) |
| Trail: | 105 mm (4.1 in) |
| Rear tire: | 130/70-17 |
| Front tire: | 110/70-17 |
| Rear brakes: | Single 230 mm disc, 1-piston caliper |
| Front brakes: | Single 250 mm disc, 2-piston caliper |
| Rear suspension: | Bottom-Link UNI-TRAK with gas-charged shock, adjustable preload, 16-way rebound and compression damping |
| Front suspension: | 43 mm USD cartridge fork, 16-way adjustable compression damping |
| Rear wheel travel: | 280 mm (11.0 in) |
| Front wheel travel: | 285 mm (11.2 in) |
