Since the last Kawasaki KLR250 came into the UK in 2001 it’s hard to make universal claims for handling – as many will be very tired. But with new fork springs and oil, a refreshed shock and greased linkages the Kawasaki KLR250 handles light trails just fine. The Kawasaki KLR250 was never intended as an enduro machine and its limitations are obvious off (and on) road. The brakes weren’t brilliant to start with, by now they’ll need a complete overhaul.
The Kawasaki KLR250's liquid-cooled 4v SOHC motor is easy to kick over hot or cold. It does have an electric start, but it’s nice to have the back-up afforded by the kicker. Once fired up its quite smooth and the power’s just a smooth run up to the red line. It’s not as spunky as Honda’s CRM250 stroker, which claims another 10bhp, but it’s reliable enough for 50,000 miles without any major dramas. Avoid pillions.
By-and-large the Kawasaki KLR250 is well made and intrinsically robust. Avoid anything that puffs blue smoke on start-up, anything that rattles and anyone who can’t tell you how to find the screw-adjusted valves (easy-peasy).
Kawasaki KLR250's will have had hard lives. But they are hardy wee beasties and should give plenty of riding pleasure. No Kawasaki KLR250 is worth more than a grand, though, even in the best of nick and even the oldest CRM MK 1 is a much better, more versatile buy. Find a Kawasaki KLR250 for sale.
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On top of the kicker and e-start Kawasaki threw in a tacho for the KLR250, so you can watch the revs spin like billy-o. There are a few aftermarket exhausts made – Staintune and Big Gun to name two.