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Pricing: MSRP: Was $5,599 and is now $4,999.

http://www.cleanmpg.com/photos/data/523/2010_KLX_250SF_Top.jpg

Detailed Specifications

Dimensions|Air Filter|Transmission|Rear Wheel
Overall Length: 83.9 in.|AF Element: Oil coated paper element|Primary Reduction: Spur Gear|Rim Size: 17x4.00 in.
Overall Width: 31.3 in.||Ratio: 2.80 (84/30)|Tire Size: 130/70-17 M/C 62S
Overall Height: 44.9 in.|Fuel|Secondary Reduction: Chain Drive|
Seat Height: 33.9 in.|Recommended: Unleaded only|Ratio: 2.786 (39/14)|Tire Pressures
Wheelbase: 55.9 in.|Fuel Tank Capacity: 2.04 US Gal.|Transmission type: Constant Mesh 6-speed|Manual Spec
Ground Clearance: 8.9 in.|Fuel Tank Reserve: TBD US Gal.||Front Tire Pressure: 29 psi
Minimum Turning Radius: 7.5 ft.|Actual observed: NA|Gear Ratios|Rear Tire Pressure: 33 psi
||1st: 3.000|
Weight with oil and fuel|Carburetor|2nd: 2.000|Manual Max Spec (up to 399 pounds max load)
302 lb.|Manufacturer: Keihen|3rd: 1.500| Front Tire Pressure: 29 psi
|Type/Size: CVK34 mm|4th: 1.250|Rear Tire Pressure: 33 psi
Engine||5th: 1.050|
Type: Liquid cooled single cylinder 4-stroke|Electrical System|6th: 0.952|Max Sidewall
Valvetrain: DOHC|Ignition: CDI||Front Tire Pressure: TBD psi
Displacement: .249L|Charging: AC Magento|Chassis|Rear Tire Pressure: TBD psi
Bore and Stroke: 2.83x2.41 in.||Frame Type: Semi-double cradle|
Compression Ratio: 11.0:1|Battery||Front and Rear Brake
Starter: Electric|Model: FTX7L-BS|Loading|Type: Single Disc F/R 300/240 mm
Lubrication: Wet Sump||Maximum Load: 399 pounds|
|Spark Plug||Front Suspension
Engine Oil|Manufacturer: NGK CR8E|Front Wheel|Type: Telescopic fork - Wheel Travel: 9.1 in.
10W-30 for 14 – 86 degrees F|Plug Gap: 0.028 - 0.031 in.|Rim Size: 17x3.00 in.|
10W-50 for 14 – 120 degrees F||Tire Size: 110/70-17 M/C 54S|Rear Suspension
Quantity: 1.3L w/out filter replacement|Clutch||Type: Swingarm - Wheel Travel: 8.1 in.
1.4 L w/ filter replacement|Clutch Type: Wet Multiple disc||

http://www.cleanmpg.com/photos/data/523/2010_KLX_250SF_Middle.jpg

RPM to MPH in 6th Gear

1 Rev of the crank = [(Pi)*(Tire diameter in inches)]/[(Internal gear ratio)*(Transmission sixth gear ratio)*(Sprocket gear reduction of 39/14)]

1 Rev = [(3.142)*(24.2”)]/[(2.80)*(0.952)*(2.786)] = 10.239 inches. 1,000 RPM = (10,239 inches/min) * (60 min/hr) * (1 foot/12 inches) * (1 mile/5,280 feet) = 9.696 mph

1,000 RPM = 09.7 mph
2,000 RPM = 19.4 mph
3,000 RPM = 29.1 mph
4,000 RPM = 38.8 mph
5,000 RPM = 48.5 mph
6,000 RPM = 58.2 mph
7,000 RPM = 67.9 mph
8,000 RPM = 77.6 mph

Engine Break-in specs

For the first 0 to 500 miles -- Avoid operation above 4,000 RPM. From 500 to 1,000 miles -- Avoid operation above 6,000 RPM. Do not start moving immediately after starting the engine even if warm. Allow your KLX 250SF to idle for two to three minutes so oil can work into all the engine parts.

After 600 miles, perform an initial service including changing the engine oil and oil filter. After 1,000 miles, the bike can be operated normally.

2010 Kawasaki KLX250SF Maintenance, Intervals and Costs

A bike needs more preventative care than a car or truck. In particular, the KLX SF’s maintenance schedule asks for an oil change at 600 miles and every 7,500 miles thereafter plus valve adjustment inspection at 7,500 miles and each additional 7,500 miles thereafter. Additionally, a host of minor items require checking and adjustment at each and every interval. A $200 charge takes care of these items every 7,500 miles at Motorcycle shops in the Chicago suburbs. You can expect tire replacements at 10,000 mile intervals costing roughly $200.00 for a pair installed. The Chain can be expected to last at least 24,000 miles -- replacements are $150+ (including labor).

http://www.cleanmpg.com/photos/data/523/2010_KLX_250SF_Bottom.jpg

:confused:

So you're not supposed to take it above 40mph for 500 miles?

How much trail time are you supposed to log before hitting a 4-lane road?

Hi WH:

___Yup. I received both the owners and service manual a few hours ago and they hint at prolonged 4K or higher ops before 500-miles are not a good thing. A few short runs at highway speeds are ok but bike break-in is a lot more stringent than car break in.

___I was also very impressed with valve adjustment servicing at 7,500 miles and every 7,500 miles afterwards. For a high revving single, this tells me there was some money spent on its engineering vs. some of its competitors.

___What I have no idea about is its FE... It has a strong 250 motor being bested only by the Yamaha WR250X and we shall see...

___About the bikes environmental credentials, it is one of the few small bore bikes that include a CAT although it is still carbureted. Probably next year for the 2011 specs it will receive FI?

___Good Luck

___Wayne

Wayne called a short while ago and wanted me to post the mpg results of his ride review on the 2010 Kawasaki KLX250SF. To say he was excited about the ride would be an understatement!

The all city run was grueling. The traffic was gnarled and conditions were worse than his previous ride in the past on the Yamaha. The results were very good regardless.

73.4 miles city with .72 gallons consumed with a result of 101.94 MPG!:eek:

46 miles from L.A. to Irvine, CA on the highway consumed .415 gallons for a total of 110.3 MPG.

The average for the full ride was 105.9 MPG.

He said the KLX250 is a very able commuter. With a top end speed of 83 mph, it will handle traffic well.

Nice, that's good to know. I have a Yamaha XT225 which is a similar type of bike. I like the supermoto look though and it sounds like it might be a little more highway capable.

Wayne, are the MPG results based on the bike's odometer or GPS? How was it on the highway and what was your average highway speed? The XT is great for anything up to 50MPH or so, but at 65 it's pretty much at it's limit.

Hi Mike:

___Thanks for posting the details from my call last week!

___Lugnuts001, although I will incorporate much of this into the review with pics of the fills, the bike, some vid on the highway and Kawasaki’s Jeff Herzog giving a quick overview, this is a nice start... The Press Pics I used for his spec page is the Exact bike I was riding! I picked it up with less than 80-miles on its ticker in fact :)

___The bikes speedometer/odometer. I checked the speed/distance next to the Lexus HS250h while on the highway and found the speed to be 2 mph over report at 50 mph. The HS 250h at 50 showed the bike reporting 52 mph. Distance was dead on over the very short 1-mile test.

___I was on the I-110, I-10 and I-5 for the 46.0 miles of highway segment and speeds ranged from 0 to 55 mph. There were backups but thanks to lane splitting and alternate exit ramps, I was mostly able to keep the bike moving through the 3 Stop and Crawls encountered on the way from LA to Irvine, CA.

___For the city drive, I have never been in such a mess for that period of time. I hit the downtown streets driving from 3rd and Figueroa up to Western, over to Santa Monica, Hollywood and Sunset and than up into the Beverly Hills area. Schools had let out early and it took hours to get up into Beverly Hills. Even up there, there were two light movements and bumper to bumper traffic. Very heavy and I have to wonder why everyone doesn’t ride a bike to keep moving vs. the stop and crawl nature of downtown LA on that day.

___For the second days ride, I left after 06:00 PM from the same location and although I intended to head out the same route, traffic was literally stacked up and at a standstill for as far as the eye could see on all the majors heading North. Accidents and heavy traffic appeared to be the cause as I did run across two ambulance/LA Police officers at two scenes. I ended up paralleling the 101 and ran up into some neighborhoods. Since I am not all that familiar with downtown LA and it was night, I ended up riding a figure 8 around the tourists areas as I cross through Hollywood and Vine 4 times attempting to get back to downtown. Frustrating yes and I thought for sure it had eliminated any chance of the KLX to hit 100 mpg as I bet most of the two afternoon and evening rides were spent in First, Second and Third gear for at least 75% of the rides. I was FAS’ing at every stop of course but the continuous slow downs, stops and reacceleration’s was causing me to wonder if reaching 100 mpg with this bike (or any bike???) was in the cards.

___The first fill up was on the day we were leaving so the Cold Blooded KLX whose Choke causes a 3,000 + R’ period to warm up was performed 3X’s. It was a relief to open the fuel tank and seeing fuel in the upper portion of the tank. Topping off yielded a surprising 101.9 mpgUS.

___Fas’ing while on the move on this bike was an absolute dream. Drop her out while holding the clutch in, let the clutch out and she never failed to start, hesitate, sputter or in general cause an issue. Just off and than on again. When coming from a stop however, I had a few issues until I learned what was going on. When stopped at a light or sign, I was initially stalling about 50% of the time when trying to pull the bike up off the starter. Since its carbureted, I suspected I might need to add a small amount of throttle while spinning it up when warm. Wrong move as it would flood and you were sitting on the starter while trying to clear the cylinder. I was thinking in my head this is going to suck until maybe the fourth or fifth stop and I tried just leaving the throttle off while cranking her over. Now it was 100% of the time she pulled up which added FAS’ing at a stop to the bikes repertoire.

___For the highway portion described above, I figured the mighty KLX was going to fall back into the low to mid-90’s and ruin the chance for a 100 mpg review. Just before dropping the bike off, we pulled into a Shell and the KLX gave me yet another surprise. Top off to top off and it yielded almost 111 mpgUS and this was far more than I would have guessed it was worth given the mostly 5 to 6,000 R ride.

___Between the XT 250 we tested two summers ago, the CRF230L we tested last year and the KLX250SF, the KLX250SF is hands down a far better highway bike. The FE while at higher speeds matched the XT250 which was really surprising let alone the much improved power and top end. Due to its mostly street nature, it not only held the road but added quite a bit of confidence amongst the hazards that riding in downtown LA present.

___An additional item is its top end was 85 mph which may have been 82 to 83 mph in a tuck. Sitting upright, it was 80 mph or 77 to 78 mph actual.

___Regarding the .25L engines power band, it was having trouble pulling me and the bike below 2,750 R's. The XT 250 and the CRF230L would pull from the 2,400 to 2,500 RPM range about the same. In other words, the ICE was not as refined including additional NVH but from 3,000 R's on up, the SF was definitely much more powerful yet still extremely fuel efficient.

http://www.cleanmpg.com/garage/images/3301.png (http://www.cleanmpg.com/index.php?page=garage&displayunits=MPG(US)&viewcar=3301)

___Good Luck

___Wayne

Hi All:

___Just noticed this morning that the KLX250 SF’s retail price is $600 less than last week for those that might be interested.

2010 KLX250SF - $4,999
2010 KLX250 S - $4,999

___Good Luck

___Wayne