“The power comes on so hard and fast that if the rider isn’t paying attention, the KDX will leap right out from under. “The best word is “violent,” Dirt Bike magazine said. The 200cc engine delivered ample power off the bottom to make the bike easy to ride, but when the KDX “came on the pipe” it delivered a huge midrange hit that impressed testers from every magazine. The first 200cc in 1983 was a fine bike, as a result of all this development. Instead they trickled them out for years, so the KDX always had new and appealing features. They didn’t release all of them at once to create a killer 1984 or ’85 KDX200. “We came up with so many refinements for that bike, and Kawasaki was smart. “We got a kick out of the KDX’s progress after Tue Sport,” said Jack Penton. Primarily, the team had worked out porting and carburetion specifications by the time True Sport was disbanded in 1982, and had also calculated optimum transmission ratios for the KDX, among many other refinements. “Our primary focus while racing in 1980 and ’81 was the development of the KDX200.” So yes, the bikes True Sport raced at all the nationals were 200cc prototypes. “I vaguely remember a KDX175,” joked True Sport team manager Jack Penton. The KDX enjoyed a 198cc air-cooled, reed-valved engine that had been massaged by the members of the True Sport Racing team (see the KDX175 page on Cyclepedia). The KDX’s main competition, the PE175 Suzuki and the IT175 Yamaha, suffered for the lack of horsepower and the KDX200 emerged as the king of the class. Still, the additional 25cc of displacement made a huge difference in the 200cc two-stroke class. It wasn’t a totally surprising move, since the AMA class displacement range for off-road racing had been changed to “126-200cc” and Honda had introduced the XR200 in 1979. In 1983, Kawasaki’s KDX175 evolved into the KDX200. New crankshaft with stuffed webs and balancersġ997 KDX220 A4 1998 KDX200 H4, 1998 KDX220 A5įirst a little KDX model history. Return to mechanical odometer from electronic odo of the past few yearsĤ7-tooth rear sprocket vs. Swingarm offers quick release access for rear wheel Increased suspension travel-11.4 inches front, 11.8 inches rear KX125-based shock with 16 compression and 16 rebound adjustments Heavier clutch springs and more plates (seven steel/eight friction)ĭual wall expansion chamber for sound mufflingĤ3mm forks with 20 compression damping adjustments 1989 KDX200 E1 – KDX Model HistoryĪvailable as green, or blue frame with white plastic Photo courtesy of Paul Clipper Archive/Trail Rider Magazine. KX125-style rear wheel with straight-pull spokesĪvailable as green, or silver frame with white plastic Piston clearance changed to address seizure problem with A1 modelsįork drain plugs relocated to rear of sliders Seven plate clutch versus six plates for the KDX175Ĭhassis based on 1983 KX125 steel tubing, box-section aluminum swingarmģ8mm Kayaba forks, 10.24 inches suspension travel (frt/rr)Ĭlaimed dry weight of 207 pounds 1984 KDX200 A2Īvailable in green, or black frame with red plastic New gear ratios in six-speed transmission KDX Model History 1983 KDX200 A1ĭisplacement gain is through longer stroke, same bore diameter as the 175 Photo by Paul Clipper/Trail Rider Magazine. Ext Tank = Eternal Oil Tank, not Premix.Kawasaki’s Jeff Fredette, long time champion of the KDX200, at a National Enduro in New Jersey in 1986. Choose an oil that is SG or higher, ie SH, SM etc, but not SD for example. JASO MA = Oil for motorcycles with wet clutches. API = American Petrol Institute, which signifies a standard. KeyWe’ve also included a few acronyms to help you. Kawasaki Engine Oil Chart We’ve listed all the Kawasaki motorcycles we can find, the manufacturer’s recommended engine oil and the oil capacity (minimum and maximum where possible).
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