Kawasaki KLX250s As a D/S Tourer - My Report
 

I recently completed a trip of several thousand km. in the Yukon and Alaska on what was an experiment for me - a 2011 Kawasaki klx250s. The point of the exercise was to avoid using my 750 cc. street bike which has proved very incapable of dealing with gravel/dirt roads in the past and to have something which would be easy to pick up if necessary. So here are my impressions.

Generally:

My friend (who was on a BMW 650 single) and I saw hundreds of bikes during the trip (the north is definitely a destination) and mine was the only bike under 650cc being used for serious travelling. There's much talk of going anywhere on anything but it's pretty rare for anyone to actually do it.

For those who care about such things, the klx, unlike some of the other 200 - 250cc dual sports available, has more of a big bike look, basically because it's tall and because the radiators add some bulk to the look of the mechanicals. Add racks and a windshield and at a distance it sometimes is mistaken for a KLR.

Highway Performance:

Absolutely no problem. Once broken in the klx could cruise without any strain at 110 - 115 kph (65 -68 mph) all day and exceed that if necessary. Hills rarely required shifting down more than one gear from 6th to 5th. Lots of torque relatively speaking.

Vibration was not an issue. There is some under acceleration but once settled in I had no complaints. Chip sealed pavement caused more vibration than the engine. The stock Dunlop knobbies were surprisingly pavement friendly.

Carrying Capacity:

I had the bike quite heavily loaded using luggage racks (top and side), soft bags, a large duffel, a small duffel, a small tank bag and a fender bag. The soft bags contained 10 extra litres of gas (more about that later). No issues. I barely knew the stuff was there.

Fuel Range:

The klx tank holds a miniscule 7.7 litres (2 U.S. gallons) including the reserve. There is no fuel gauge. At highway speeds, loaded down as I was, the entire range of a tank of gas was about 140 km. (85 miles). This is kind of crazy. I had a 5 litre container of gas in each soft bag and had to use them repeatedly which is messy and annoying. There is an after market larger tank available but I believe it only adds an extra US gallon which would not be all that helpful practically speaking.

Of course, at lower speeds the range is much greater. The engine is remarkably fuel efficient, but it still needs to eat.

Wind:

I added a windscreen made by Turbocity which worked very well. In fact, out of ten bikes I've owned I had the quietest ride of all on the klx in terms of wind noise inside my modular helment. The screen does make the front wheel less solidly planted at speed due to sensitivity to any cross breeze but I got used to that quickly.

Comfort:

I added heated grips and used them constantly. No electrial issues. I had a plug in for a heated vest and never did use it but my research tells me that it would not have been possible to use the grips and the vest at the same time.

When I first saw the dirt bike type seat I instantly decided that it had to go. But as I rode around breaking the engine in I was astonished that it really was not bad at all and did not replace it. That was a mistake. Not bad at all for a hour or two turns into something of an ordeal for longer hours day after day. I used an Airhawk pad with an extra layer of corrugated foam in it and that definitely helped. But there's no substitute for width.

The ergonomics were fine for me at 5'10". I tried a DRZ 400 and everything seemed to be in the wrong place while the klx was the opposite.

The seat is high at 35 inches. I lowered it slightly by moving the fork clamps, softening the suspension and, of course, adding all the baggage. But the Airhawk and foam raised it right back up again. I've always dislked tall bikes but the lightness of the bike largely compensated and I never felt insecure.

Off Pavement:

This is basically a dirt bike with lights so you would expect stellar performance on dirt/gravel. My experience was oddly mixed and I've concluded that there are so many variables to this equation that it's difficult to generalize.

I could certainly blast along on some gravel portions and the geometry lent itself to standing up easily. And yet I was shocked by one stretch that I expected to sail through only to find that the front end was behaving worse than that of the street bike I'd left at home. Clearly it had to do with the interaction between the size of the knobs and the size of the stones that made up this particular patch.

On a rainy, muddy day on the Top of the World Highway the going was slow and cautious. My lack of confidence here seemed to relate to the slipperiness of the road surface with which the dirt bike genes of the klx did not seem to help much at all. And three Goldwings were on this road at the same time and seemed to be moving as fast as I was (what the ...?). On the other hand, one of them went down due to the mud. On another stretch of gravel we seemed to be progressing at a good pace but a BMW RT 1100 on street tires was travelling far faster.

There are so many potential variations in bike geometry, centre of gravity, tires, tire pressue, road surface, dry vs. wet etc. and of course the rider's skills or risk taking propensity. It's difficult to predict how a particular combination of variables will work out. I was reading a claim that a Harley fitted with Ural side car tires on it was better suited for gnarly dirt roads in Africa than a GSA and, for a particular rider, I tend to believe that this sort of clam can be correct. It all depends.

Reliability:

Not a single problem. But it is a new Japanese bike.

Conclusion - klx250s:

Change the seat (easily done), solve the fuel issue (not that easily done)
and you have a perfectly good d/s touring bike. And it's fun.

At one stop I was looking at a GSA and a Super Tenere, both fully kitted out, and the comparison with the klx was so striking given that they really all do the same thing. All that money and weight just seemed so manifestly unnecessay. Yet if I owned one of those large machines I'd probably see it differently.

Hope this is useful.

Norm

Interesting. A good report on a choice which is often contemplated (including by me), but seldom accomplished.

I'm particularly interested in the mileage issue, since what you describe is a 250 getting just 42 miles per gallon. My KLR 650 normally gets 50 fully loaded unless I'm riding fast or against head or side winds. I'm trying to piece this together in a way which makes sense. Does the 250 have a tachometer? Is it continually wound out at highway speeds?

Thanks for the report, and thanks in advance for anything further.

Mark

Fuel Efficiency
 

While riding around town with a bit of freeway thrown in, no windshield and no luggage the klx achieved close to 3.4 litres per 100 km. (roughly 70 miles per U.S. gallon) which is extraordinary.

Fully packed with the relatively large and relatively flat windshield at highway speeds (with the grips on if that matters) fuel efficiency drops precipitously. There is a tach and typically the rpms were in the 7000 - 8000 range at 65 mph. That little engine works hard but seems content to do it.

More on Comfort
 

One thing I neglected to mention is that all the suspension travel on the klx makes for an excellent ride over all the frost heaves, corrugations and other bumps and lumps found on northern roads; more comfortable I believe than on more street oriented d/s bikes.

At one point I unfortunately accomplished a head on, speedy hit on a deep pot hole the size of Albania. I shudder to think what it would have done to my street bike. The klx shrugged it off like it was nothing.

Thanks for taking the time to write this up Norm.
Interesting, and useful.
Thank you.

An interesting report, which I'm still digesting.

The mileage puzzle is certainly connected to the rpm's you report. My 650 turns 5000-5500 rpm's at indicated 70 mph (which is more like 65 mph actual). It gets 45-50 miles per US gallon, depending on load. Your 250 is turning over a lot faster ("7000-8000") at that speed, which would concern me in the long term. Maybe it shouldn't.

As I just wrote on another thread, I've had mileage from mid-twenties (fully loaded, very strong headwinds, bad gas in Patagonia) to mid-seventies (very sedate pace, no baggage, calm winds, flat gravel road in B.C,). From your description, the 250 does better, but not really that much better. Purchased new, it costs about the same, but I wouldn't expect it to last as long in high-mileage touring due to the rpm issue--my 650 has 95,000 miles on it.

I assume the 250 is far superior away from pavement or in true off-road situations, but again I'm not sure from your report whether this is much of an issue once you're heavily loaded, therefore somewhat insecure no matter what you do. It remains intriguing, particularly since I think I'm through with 6 month and yearlong trips for a while. On shorter trips with minimal baggage it would sure be nice to lose a hundred pounds of machinery.

Thanks again for the report. If you're ever down this way maybe we could do a trade.....?

Mark

Thanks for the additional thoughts Mark.

I have to admit that, in retrospect, I wonder about the point of the whole experiment. There is not a substantial cost saving over a KLR either in the purchase price (at least in Canada) or operation expense. The limited range on a tank of gas is a pain and I'm no dirt rider in any event. It may simplly come down to the pleasure of riding something so light and yet so capable.

Norm

Thanks for the report. There are a few who continue to advance the idea of smaller bikes for long distance travel. My wife and I have been on 250s since 2006, first on Ninja 250s and now on Super Sherpas, with a total of 120,000 km traveled--70,000 currently on the Sherpas--which is much the same engine as the KLX250, but air cooled and with a single carburetor.

I fully agree with your point that it is not necessary, nor particularly advantageous, to have the big behemoth bike fully kitted with the bling to travel successfully for long distances, but the myth and mystique goes on.

I am curious about your fuel consumption issue. Our Sherpas average 30-32 km per liter, which is roughly 3.3 L per 100 km or 70+ mpg. This is consistent loaded or unloaded, with larger main jets installed and with a smaller front sprocket for added low end grunt. With a 9 liter tank this gives us a range of nearly 300 km. We can cruise 90+ km/h if we have to and comfortably ride at 60-80 all day long. We avoid motorways and major highways like the plague.

We were at the first Greece HUBB meet last week where the predominant moto was the popular beast. Few could believe we have traveled so far on small bikes. Once again, as at all the other HUBB meetings we have been to, we observed a number of people struggling on excessively heavy bikes which were too big for them. Big and tall people would obviously not fit on a 250, and it is not for 2up, but many people could benefit from considering a smaller bike--but to each his/her own desire.

Go small or go home.

Joel and Taz--somewhere in Greece.

Just found this thread. I live in Thailand and have recently picked up a KLX250SF (FI) in part due to the lack of other affordable, practical options here. I have put about 5k kilometers on it in the last couple months and am considering a trip around India and back. I am also a little concerned about the limited range--I've been getting about ~110 miles out of a tank. Considering the BMW 650GS (FI) I had years ago which got me around 70mpg loaded, this little bike seems to gulp it down.
Anyone know how to squeeze more mpg's out of one of these--different fuel injector, chip, etc.?

As discussed in this thread back in summer 2012, it's all in your right wrist, although you could play around with the sprockets.

I used to ride a twin spark F650GS also, and the 70 MPG was easily achieved, but that engine was turning over, at 70 MPH say, far slower than a 250cc engine doing the same road speed.
The same goes for my XT225 which won't even/ever get up to 70 MPH with it's standard gearing.

It would concern me also, in the long term for the overall life of the engine and in the day to day running for the oil level; my Yam XT225 has less than 1 litre of oil in the sump and it needs a watchful eye on the level therefore.
I guess a KLX carries "not much oil" in the engine.

On an oil change the KLX engine takes only 1.0 litre of oil (filter in), 1.3 litres when the engine is completely dry. So, right, the level needs watching.

The KLX250s sold in North America is carburated and a fuel injected variant only appears to be available in some parts of Asia. The carburated version can be a moody starter and needs much warming up. This apparently has to do with pollution control issues. I assume that FI has solved that problem.

I had my KLX out for a cold but sunny city ride today and was reminded what a treat it is to handle. I'd say that's the best thing about going light.

Norm

the klx250 has fi in europe as well

End of the Experiment
 

Thought I'd briefly relate the end of my experiment with a 250 as a dual purpose touring bike.

I came to the realization that what I enjoyed most about it, its lightness and tossability, really only came into play during city riding and on the occassional gravel/dirt road that I encounter. 98% of my travelling does not take place under those conditions so my attraction to going light was really about the small spaces in between the type of riding I really do.

Therefore, the klx250s was sold and replaced by a 2012 V-strom 650. The Wee feels top heavy and clumsy around town compared to the 250 but once underway on good paved highways it is, I must admit, a much more comfortable and relaxed experience than a strung out small engine can deliver.

In my original post I suggested that the 250 (with a better seat and a bigger tank) was a "perfectly good" d/s tourer. I still think that's sort of true but perhaps "adequate" would be a better description for long distance riding. I guess I craved more than adequate.

Norm, you went back to a big bike? What a sell-out! :scooter: I'm on my way from a Tiger 800 to a Kawi 250. That being said, I love my Tiger and would keep both if I could.

What seat upgrades have people done on the Kawasaki KLX?

With you there JillGat, just sold my tiger (cracking bike by the way) and now looking for a smaller alternative.

I have to admit that I miss the KLX.

As far as seat upgrades are concerned, I mentioned in my original post that I used an Airhawk which had served nicely on my ZR7-S. But it does not work very well on the KLX's narrow seat which allows the Airhawk to move around quite a bit. I ended up securing the thing further with lengths of electrical tape but it still loosened up eventually and started random migrations.

There are after market, wider (somewhat) seats available and that would be the way to go.

Happy trails.

There are couple very long and detailed threads on the KLX over on ADV Rider. I was interested in this bike, but IMHO, both the new Honda and WR250R both out pace the KLX. The good news is its fairly certain Kawi will up grade the current KLX to a 300 ... to stay ahead of Honda/Yamaha.

I helped a friend sell his 2009 KLX a year ago.
I cleaned it all up and put about 500 miles messing around on it. It was OK ... but needed quite a bit to be it's best and after my DR650, was pretty weak on our wonderful Cali twisty roads. (best in the world)

I read THOUSANDS of posts on the KLX on the ADV Rider threads. One of the most popular mods was going to a 300 or 330 kit. And of course upgrading suspension. Stock is too soft with poor damping, especially loaded up. A must do, IMO.
I'm just 5'6" and found the KLX could be taller.

Stock seat is clearly a joke if you plan to ride more than an hour. Norm is right ... width is key. Air Hawks are for amateurs. I hate how they move around! Great way to get killed from the distraction. How anyone rides with that crap is a mystery to me. ??? A quality custom seat is the way to go.

But Norm makes a really good point. Unless you spend most of your time off road, crossing deserts or riding Himalayan mountain passes ... then (IMHO) there may be better choices for a dual sport bike. Since I've already gone the Vstrom route (92,000 miles), in 2006 I went with a Suzuki DR650. (324 lbs. dry)
Compare weight with any 250 dual sport. Just not that far apart. My DR gets 50 MPG just about everywhere, can cruise all day at 80 mph and easily carries a ton of gear through the roughest terrain.

At 55,000 miles my DR650 hasn't missed a beat, been all over western US and Mexico. Although ...:innocent: it has just now begun to smoke on start up ... so this means valve guide seals have failed. :stormy:

Not a big deal but irritating ... so a full top end rebuild is in my future. I'll do it myself, will replace valves, guides/seals, rebuilt head with new valve seats, NEW piston, piston rings. With luck, it'll go another 50K miles.

The current crop of 250's are great. But they all need upgrading to be travel bikes. Suspension, seat, fuel tank, lighting, rigged for luggage. They are good and can be made better. Not everyone fits on a 250 and if you choose one, you better learn to travel like a bicyclist. :mchappy:

Cheers bier

Just spotted your excellent KLX report from 2012, Norm - good on your for trying something different. I did a similar experiment last year on a CRF-L in Southwest US, following dirt trails where possible and my conclusions were similar to yours: a more powerful) machine with a reserve of speed is just more relaxing to ride, just shame about the weight. I don’t get it myself, but I suspect this may be part of the appeal of these GS12s. Loaded up on rougher tracks, anything heavier than the CRF (about 180kg full up) would have got tiring. And the great thing on a loaded 250 is that you’ve no right to be intimidated by what dirt obstacle lies ahead as you know you’re on the lightest practicable machine.

Much of my ride was over 5000’ which I suspect took the edge off the hp, but once the bike was returned to stock breathing and black box fuel controller was dialled in, it averaged 72USmpg (87UK or 30kpl). That’s impressive but I bet if you rode your V-Strom, or my current 650XCo or these new Honda 500 twins under similar acceleration and cruising speeds you’d get close to those figures.

Running at 8000rpm in top does sound pretty high, even for a 250, and would kill mpg. Was it too low geared? I’m sure my CRF spun at around 5000rpm at 65 on standard gearing.

Like you, I didn’t find the extra gallon from an aftermarket tank worth the expense set against a $15 Walmart can. Plus one thing with a small tank (mine, typically 120 miles range, iirc) is that it makes the seat feel better than it is. Offloading the butt every 2 to 3 hours greatly extended its range. Plus on a 250 vibration just isn’t an issue like it can be on a 650.

As beat mentioned, the current KLX250S sold in the UK and Europe comes with efi and my experience is that efi mpg tends fluctuate less while also being more economical overall. Another thing to note is that a KLX-S on both sides comes with a fully adjustable shock including compression damping. Of course it could still be a crap adjustable shock - I didn’t ride one in the US long enough to notice, but the CRF shock was about as basic as they come.

Once I’m done with my X bike, unless something better comes along, a KLX250S in next on my list, but what is needed is something in between a 250 and a 650. Currently in the UK the CCM450 seems to be the only game in town. I’m spending a day on one next week, but it will only be off road so won’t be conclusive wrt travel biking and anyway, it's £8k new. Now that the likes of a 660 Tenere are near 200-kilo tanks, you’d hope the CCM450 might kick off a new class in light travel bikes, perhaps based on a detuned CRF450X or these Chinese XR400 engined machines or just a modernised DRZ450 efi.

Ch

Thanks for your comments Chris.

You're very right about not being intimidated by whatever's ahead when on a light bike. I have no real off road skills but always felt reasonably comfortable when hitting rough patches on the KLX. There was the sense that simply putting a tactical foot down could save the day.

it's a pity there's so little choice in the 350-450 dual sport range. I found that the DRZ 400 didn't fit me and, in any event, felt too dirt oriented. Beyond that there was really nothing practical.

Norm

I'm sure I'm overthinking this, spending too much time on the internet doing comparisons.

Fact is that I am ambivalent because I like the idea of the klx250, except for when I'm riding my Tiger800. I love my Tiger, but it is too top-heavy in the dirt. Lois tells me that "smaller bikes are liberating." I know for sure that the 250 would be much better on the many adventurous dirt roads in New Mexico, where I live.

My concerns about the klx are:

• being knocked around in the wind
• messing with a carburetor
• missing acceleration and highway comfort of the Tiger
• having problems with the chain roller if I lower it

But there is a reverse-kind-of-cool adventurousness in having a smaller dual sport. I saw a million neat looking little bikes when I was in Turkey last year. It made me want one. I will have to get dogbones to lower it, get a new (lower, more comfortable) seat, tail and side racks, topcase and panniers, windscreen, possibly a larger tank. Something I could pick up if I drop it on a lonely dirt road in the middle of nowhere would be great.

Plus Kawi lime green.

Jill,
You're so lucky to own a cool bike like the Tiger 800. :clap:
I'm sure it's a handful off road.:thumbup1: IMHO, if you can handle the Tiger then any 250 ... or even a 450 ... would be a doodle by comparison.

How tall are you?
I'm 5'6", and have adapted to taller bikes, learned the techniques required to get a foot down and be comfortable. You DO NOT need to flat foot it. One foot is fine, ball of foot, not flat foot. Scoot forward on the seat, scoot over to left side of seat. Now you should be able to reach. Staying limber and strong also really helps if riding off road. It IS a sport.

If you are 5'2" or shorter ... then I'd agree ... dog bones are the way. But I can't imagine you'd be able to handle a 500 lbs. Tiger 800 if you were that short? Also, guessing you're pretty STRONG to handle that Tiger?
A 250 or 450 are 100-150 lbs. lighter weight. This fact is huge off road.

If you have substantial dirt riding experience, then you are all set. Try a few bikes out and buy the one that speaks to you. But ... if a total novice, I have some advice: (I teach off road to older riders, kids and women)

Start on a 125. A two stroke is fine. Try to find an experienced teacher to go riding with you and offer pointers. Ride Ride Ride. After a year of serious practice on a 125 ... you'll be ready for a 250. Still need more power? go 450 or 650. bier

Getting better/stronger off road will have a very positive affect on your ON ROAD skills too. It all crosses over, it's all good.

Always a tough decision when doing long rides that combine both LONG highway stints and some diabolical off road, desert or mountain trail sections in the mix. Add a loaded travel bike in ... and things can get tough.

The 125 training will pull you through. Small bikes off road give confidence and the learning curve is FAR Steeper than struggling with a BIG BIKE.

I'm not fond of 250's on day long, straight, boring highway. Rode my Honda XR250R through Baja ... 1500 miles there and back. The few highway sections we did went by SLOWLY as I had to cruise at 55 mph ... no faster.
But of course off road and in sand .. all was good. Compromises.

I'd get out a ride a few bikes ... try to get pointers about off road riding if you can. I see so many novices doing exactly the WRONG thing ... and then they wonder why they fall and suffer so. A few basic tricks can really change all this. Just not that hard.
Good luck! bier

Thanks, Molly. I am 5'5" and the Tiger is a dream to ride. A much lighter bike will be a blast, though (according to the stats I saw, the Suzuki Dr650 weighs 366 dry; more than you say). Why can't I have two (at least) motos?!

You can! Save your pennies! Do It! :D

I can link to several magazine tests that quote DR650 WET weight at 367 lbs.
Wet weight includes fuel (3.4 US gallons) oil, battery, et al. Dry weight can be deceptive on all bikes. So the 324 lbs. I quoted is just a rough starting point, and like on ALL bikes, are rarely 100% accurate.

Having actually weighed my bike on a industrial cargo scale I can verify the 367 lb. wet weight. I did this years ago when my bike was all stock.

My bike, in current form, is a bit heavier due to bash plate, bark busters, tool kit, pannier racks, rear rack. But to counter this, I added lighter exhaust, Alu bars, Ohlins shock (lighter than stock), removed passenger pegs, bar end weights, helmet lock, rear tail light & lic plate assembly. All this saves about 30 lbs.

My bike now, all up with full luggage (for 3 month trip), 5 US gallons of fuel is right around 410 lbs. Not too bad for a 650 class bike.

https://lh4.googleusercontent.com/-J...0/P1030419.JPG
set up for camping ... most times I pack a much smaller tail bag.

That DR is a good-looking bike.
I've had my klx250s for a few weeks now and it is so much fun. I've done freeway to dirt on it and commuting to work daily. I love the way the little bike handles. My Tiger is for sale at PJ's Triumph in Albuquerque.

perfect! I'm just considering klx250 EFI as well as a second bike for shorter trips and more fun off-road. Good to hear klx so capable and reliable bike.


p.s.
BTW what's wrong with all those companies putting 2 gallons small tank on DS bikes...
it's like conspiracy.

Hi all KLX 250 lovers or haters, just to say I took mine to Mongolia in 2013 and back to the UK. Didn't miss a beat cheap tyres maintenance and over 80 miles per gallon! 13000 miles in 5 weeks ! Fantastic little bike. Going to take up North Alaska next year then down to South America ! Happy touring.

I'm also a big fan of the KLX250s, the 06/07 years in particular. I've had 3 of them over the last 10 years. I've sold them for a bigger or different bike only to miss it and buy another one, and I keep coming back to it. It's incredibly comfortable and easy to ride. I've ridden it on motocross tracks and done some 50ft table top jumps with the stock suspension. I've had a BMW F800GS, did a long trip on it, and while it was great on the highway, it was exhausting to handle on all the rocks and back roads in Colorado, and the sand in Wyoming. I can ride the KLX all day very comfortably and with little effort. The gas tank sucks, and I have to carry an extra gallon of gas with me when I ride with the big adventure bikes. I paid less than $2500 for it and it was barely broken in. Inevitably all the big KTM and Vstrom riders will ask to ride it, because it looks like so much fun. While they are cruising carefully and trying to keep their heavy bikes upright, I'm doing burnouts, cookies, powerslides, and wheelies. I drop the bike pretty much every time I ride it, but it's easy to pick up and keep going. Whenever I dropped my F800GS (which was only once), I had to take a break and wait for a buddy to come help pick it up. When you know you have to pick it up, you're going to ride way more carefully, and sometimes that's what takes the fun out of it. Even though you'd love to play in that mud puddle you know it just wouldn't be worth it if you got stuck.

Obviously there are drawbacks to having a light bike, riding on pavement at high speed is miserable. For that I have a rack that plugs into the hitch on the back of my Jeep, so I just load it up and drive to where we'll be riding that day. There's so much to consider in the Adventure/Dual Sport dilemma but really interesting to read about other people's experiences, so whatever you got, get out and ride.

jdizzle

honestly, 250cc bikes used for longer trips? it's just torturing yourself...
The lack of power, the wind, small tank etc etc
Not for me for sure.

KLX spare parts list
 

hey guys,

about to take my klx250s from Alaska to Patagonia.

i need to create a spare parts kit and was wondering what you would recommend.

thanks!

T

Looks like there are a few guys here who have a lot of experience traveling with the KLX. They may not respond here.

You could also look on KLX specific forums or on ADV Rider Thumper forums on KLX threads. There are several ... very long threads but most are still active with LOTS of KLX riders who may offer help and ideas about travel on your bike.

Good luck! bier

I can't offer any suggestions as to spare parts which are unique to the KLX250s as mine never had a single failure during the entire time I owned it. However, if I were to embark on a long trip on this bike I'd get rid of one issue before leaving i.e. the typical annoying reluctance to come to life when cold. In my original post I described the carbureted KLX as a moody cold starter - inexcusable really for a modern motorcycle.

It seems to be a common problem that I routinely experienced. The solution consensus seems to involve drilling out the starter jet slightly. Perhaps, Prousemouse, you've already addressed it. Safe travels to you.

Couple more ideas ...
More important than carrying spare parts would be to do a really good Pre-Trip Prep on your bike before departure.

Learning your bike INSIDE and OUT also can really help ... knowing where problems may appear and how to fix them ... and head them off with good prep before they ever happen.:thumbup1:

Ever done a LONG multi-month trip on a bike before?

Lots of potential problems can be avoided ... also the need to carry spare parts ... simply by doing really good pre-trip prep.

Here are just a few things I would do before my trip:
1. Fit NEW quality DID X-Ring chain and NEW OEM sprockets, carry TWO spare
front sprockets and change them out every 10,000 miles (16K km)
Changing front sprockets will extend chain life by 5,000 miles or more.

2. New name brand, quality Battery. (Yuasa, Deka)

3. Tires: start with NEW tires and quality real rubber tubes. Carry at least 2 spare tubes. (I carry 3) Think about your tires and know how many miles you will get out of your rear tire. Your front should last over 10,000 miles. Rear?
I'm guessing on a loaded KLX, maybe 5K to 6K miles? (10k km)

If starting in Alaska, then you should plan to fit NEW tires near US/Mexico border. This set of tires should get you to Colombia, where tires are readily available versus other countries en route. Some carry a spare rear tire on rear rack. (I did, but I was on a 650, your 250 rear tire should last longer)

4. If you are thinking of packing spare cables, maybe think twice. I prefer to fit NEW cables before departure if they are in question. Once done, you are good for at least 25,000 miles, so no cable worries, no need to carry spares on board. OEM Japanese cables last a LONG time if unmolested. Never use after market cables like Motion Pro (Crap!). OEM only!

5. Make sure ALL your bearings are in PERFECT condition: Wheel and Hubb bearings, Swing Arm bearings, Steering head bearings should ALL be perfect and freshly greased.

If questionable ... replace with new bearings. No need to carry spares unless doing lots of underwater riding. Keep Salt Water off your wheels, bearings and such or rinse ASAP after exposure. Remember: Bearings of ALL types are available at most large truck or Auto parts stores in Latin America.

6. Make sure ALL your wiring is perfect. The more mods you make to lighting, heated gear and other mods, means you have potential for failure.

I would carry small elec. Quik-connectors, wire, fuses, multi-meter. Make sure any elec. mods are done perfectly ... or they will FAIL down the trail. Know your wiring and know where to look if you have a problem ... it's almost always
where a "mod" has been done.

7. SEAT - IMO, very important and underrated. A pad or Sheep skin is not going to get it. A quality custom seat, wider than the skinny plank on stock KLX will make a huge difference in your long day comfort. Home made efforts rarely compare.

8. Spare Nut & Bolt kit.
Make up a kit of common OEM sizes using quality Japanese nuts and bolts. Include washers, springs, spacers, long and short, big and small. I've maintained kits like this over 25 years ... it's mostly my riding buddies who end up using my
nut/bolt stash.

The rest is just basic prep, going over fasteners using BLUE Loc-Tite checking tightness of everything. If a particular part of the engine leaks oil, then pack spare gaskets as needed. (hard to find South of the border)

Do as much research as you can handle to learn ALL about your KLX. But remember, the dirt bike riders will have problems you will never likely have.
With good prep I'd guess you'll have little trouble with your KLX, but the more knowledge you have, the better. bier

I Rode a klx250s from Germany to Malaysia. 42000 km in this trip. 56000km total in Bike.

My modifications:
- handlebarrisers
- handlebar
- handguards
- skidplate
- Scottoiler
- luggagerack
- Supportbracket for rear Frame
- airhawk Seat pillow
- wider footpegs

What I would do different next time:
- bigger fueltank
- windshield
- additional LED

Things, which Broke:
- 43000km steering Bearing
- subframe snapped, because i jumped to high with luggage doh
- and thats all. F***** reliable bike!

My Front sprockets were gone after 14tkm. (Sand and salt)

If you have any questions, feel free to ask...

I noticed none of the comments on this thread talk about getting more power out of it which is typically what the KLX250s threads I've seen go into a lot: i.e. aftermarket exhausts, air box mods, EJK controllers, sprocket/gearing ratios etc.

Any thoughts on this from the long distance users?

Lots of KLX threads over on ADV Rider about Big Bore kits ... IMO, the only really effective way to get more HP/Torque.

On a Travel bike ... torque is the important one. And there are some really good kits out there that seem quite reliable. Of course anytime you add CC's you create more heat ... which will ultimately reduce long term reliability. But relatively cheap to rebuild and even with a 330cc kit ... you probably could still run about 50,000 km before going inside.

Once you do the big bore, the rest is almost superfluous.

Good luck! bier

My rationale for a travel bike is to leave the motor near standard for good economy, longevity and less noise. All the things moosi lists are for this purpose. If you think you need more power, get a bigger bike as with a 250, above all it's the light weight we're after. I'm on a pokier WR250R now but I can't say it's night and day over last year's [carb] KLX. Both great bikes: light + good suspension.
I recall reading on the efis you can hack the clutch cut-out switch on the bars which otherwise restricts power in upper gears?
https://www.thumpertalk.com/forums/t...-efi-for-free/

Unfortunately the gap between grunty 650s and light 250s remains annoyingly wide.

Yeah U can "mod" the efi bike. Instead of 7500rpm it will run until 9/10500 rpm (not sure anymore) :D

I forgot to mention, that I replaced the original exhaust with GPR. Saves quite a few kg...

Kawasaki KLX250s As a D/S Tourer - My Report
 

Hi,

I'm a big fan of the KLX250 supermoto version (KLX250SF) for its a light weight bike with a big look and almost trouble free. Mine is a 2014 fuel injected version and now has taken 28k km.

The supermoto version is more comfortable for the ride I did, which roughly 70% on hard tarmac and 30% off-road. The difference of rake angle made the bike handling better on curvy roads compared to the pure d/s version.

The main mods I did to my bike:
- replace the front 17 inch wheel to a 19"
- windshield
- offroad lights
- replace the factory seat with a Sargent touring seat (this really make huge difference)
- add a rack for top luggage and side bags or panniers
- aluminum skid plate

The KLX250 is an awesome bike in my opinion, especially when you are traveling in the South East Asian countries where many attractions are hidden at remote distances from the highway.

My only problem is of course the very short tank range of about 150km due to the small fuel tank capacity. To overcome this I have to bring a couple of 1 liter fuel bottles for spare fuel. There are some aftermarket fuel tanks available with significant fuel carrying capacity, but they are very pricey.

Overall, I'm very happy to have a KLX250sf as my D/S Tourer

https://uploads.tapatalk-cdn.com/201...f7e54f9f56.jpg

https://uploads.tapatalk-cdn.com/201...9747ae4850.jpg

Did you eliminate the o2 sensor? And what about opening g the air box for better airflow?

Sent from my X5pro using Tapatalk

Great looking result from your mods Rendra-H.

Interesting that you still only get 150 km. out of a tank of gas despite having fuel injection. As I noted in my original post I was getting 140 km. with the strangled carbureted version.

Also interesting that you seem to manage do some serious travelling with only a couple of extra litres of gas. I was carrying ten extra and definitely needed them.

Yes, first I used the "clutch"-hack, but then I went to a Thai workshop specialized on klx250 during my trip. They taped the o2 sensor.

I cutted the snorkel of the air box. Not sure, if this improves the airflow.

I am VERY interested to talk to you about this setup. Specifically tires, windshield, seat, etc. Are you able to PM me? If not I would like to give you my email address. Thank you.

Talking of KLX 250S, for 2018 Kawa USA will finally be selling the efi model we had'/have in Europe and Asia for years.
Not sure if it is just a paint makeover or more to it.

Well, I still hope that there is going to be a bigger aftermarket fuel tank :cool4:

Beginning 2019 I start for my second trip (Germany to South Africa and back) and I am still having issues with carrying enough fuel. The biggest aftermarket tank only holds 11 Liters (3 Gallons?!), which is surely not enough.

Until now I had the stock fuel tank and 7l as reserve (9€ Canister on ebay), but I was quite annoyed by that setup. Now I am thinking about buying 2 of these Fuelbladders an mount them left and right next to the fuel tank. Mounting them back on the rear frame is not an option. The frame is already fully loaded with gear and quite weak. ;D

Acerbis sell a 14 liter (3.7 US gallon) tank but I think it is for the older KLX?
Not your bike. Have you verified this?

Maybe there is a way to "adapt" the older tank to your bike? Possible? Dunno :confused2:
Dirt Bike Gas Tanks - Kawasaki Gas Tanks - KLX250 - JustGasTanks.com

I'm sure you already looked at this so sorry, no real solutions.

The Fuel Bladders are a good idea! Only fill them when you need them!

Hope for the Future?
Keep in mind that Kawasaki USA are once again importing the KLX250S into USA. So, there is a chance that one of the several aftermarket tank manufacturers will produce a bigger tank for the current KLX250S model.
Acerbis, Clarke, IMS. Maybe one of them will do a bigger tank?

bier

Yeah the 14l Acerbis is for carburated older models. I have the 2009 Efi Version and already did some research on mounting an older tank on the new model. As far as I got to know, it not possible because too much workaround has to be done. I have no problem with fitting and changing stuff but it seems to be too much to change. If anyone knows a solution, feel free to comment :clap:


I hope as well that in near future one manufacturer sells a bigger aftermarket tank. :D

I bought a 2018 US FI 250KLX. I'm coming up on 1000 miles. I love this bike! Granted, I just got my motorcycle license last year at age 51, so I don't have much to compare it to, but I also bought a leftover 2016 Versys 650 last year. That's a fun bike to ride and a bit more comfortable to ride than the KLX250, but not by much. I bought a Sargent seat for the KLX, which isn't exactly cushy, but I did 240 miles one day a couple weeks ago, and I think 400 miles a day on good roads would be fine with the Sargent seat.

Back to fuel bladders. Yeah, the 2.0 gallon tank is small. The low fuel light goes on when you have about 0.6 gallons left. I've ignored it for about 15 miles and I still haven't put more than 1.63 gallons in at a fuel up. I'm getting pretty awesome mileage with the bike though. This is based on the odometer readings (not GPS), but still great (averaging 78 MPG): My KLX 250 (Kawasaki KLX250) | Fuelly

I've been thinking that I may just get a 1 or 2 gallon Giant Loop fuel bladder and use it when needed. It would strap nicely on top of the GL Torngat dry bag that I plan on using on trips, then tuck it underneath when empty. I'll probably carry a 1.5l Primus bottle on a regular basis to eliminate the stress of riding with the fuel light on for lots of miles. I wish the GL fuel bladders didn't have black outer casings though; I understand that it would end up looking filthy over time if it was a lighter color, but having the sun beating down on a black bag filled with gas doesn't seem like a great idea. I realize that GL doesn't market them to be used as I'm describing. Anyone have experience with the GL fuel bladders?

Sounds good, glad you're liking the bike. :thumbup1:

One tip I can offer to reduce "stress" is to run your bike DRY ... so you know exactly how far you can go on a tank. Of course, once the light comes on, grab a 1 gallon gas jug and strap it on ... then ride, see how far you can go. Only way to fly. Really nice to know for peace of mind when on the road in remote areas.

I think you might be really surprised at just how far you'll end up going! :D

Also, since Kawi just started selling the KLX again, I'd keep a close eye on the after market fuel tank companies ... see if anyone is making a larger tank for your bike. Main players in USA:

Acerbis
IMS
Clarke
Safari

Those are the main ones I'd watch ... or contact them to see if they have plans to produce a bigger tank for your bike. Both the Honda and Yamaha 250 dual sports have choices of aftermarket tanks.
bier

I just purchased a 2009 KLX250S for the wife. She spent two years riding a TTR230.... and then we graduated her to a Versys-X 300. She loves her 300 and does well riding dirt/gravel roads, but she has missed her TTR.... so I purchased her this KLX.

We are going to use the bike on camping trips to explore the local areas.

I've got to figure out the fuel range issue. We are going to ride the White Rim Trail in Utah this coming spring and that is a 145 mile loop. I wish I could find a 4 gallon tank for the bike, but cannot find anything larger than 3.0 gallons.

I suppose I know the answer, but I wonder what is better about the old KLR250 than the 300?

I decided it was not worth the expense the IMS (or whoever) tank for the modest capacity increase. A $10 can from Walmart did me for the amazing WRT (below) and exploring the Southwest and Baja.
I would assume the newer efi KLR now sold in the US might have a better range.

Yeah... at nearly $300.... it is hard to justify a gas tank that only increases from 2 gallons to 3 gallons, but I might have to do it. I hear that it is common for these little KLX's to get 40mpg riding off-road. If that is the case, I will need closer to 4 gallons to comfortably complete the WRT loop.

I do have one of these, so if I spring for the 3 gallon tank, I have my 4 gallons.


https://i.imgur.com/fmx4p7O.png

If you're keeping the bike a while (I wasn't) it's a worthwhile investment to save faffing with containers.

I find it hard to believe a KLR250 – a much under-rated machine – could get as low as 40 USg. In dunes maybe.
Mine was a ropey but averaged mid-70s US, or 125 miles to a tank.
For the most part the WRT is easy – GS12s were doing it.
I seem to recall topping up from the can when I got back to the 191.

It's also one off the most spectacular day's off-roading on the planet, topped off by a good feed in Moab. But you probably know that ;-)

I don't have the old KLR... I have the 2009 KLX250S. But with that said....

To answer your question...... I'll start with about 100lbs less weight. That's a big deal off-road. She rides the heck out of the Versys 300.... This past fall, running about 35 miles of canyon twisties... I had to run her down and slow her down, as she was running 15-20 mph over the speed limit and wasn't paying attention to the speedo.

Off-road, she got to where she could really throw around that little TTR230. She likes the lower weight and nimbleness of a dirt bike, rather than an adventure bike, when doing a lot of off-road work.


https://i.imgur.com/88hHflK.png