Kawasaki enters trail-bike field

Press, 28 May 1981, Page 13

Kawasaki enters trail-bike field

(By

PETER RRITTENDEN)

Simplicity, durability and reliability' have been the hallmark of Kawasaki motorcycles for years and this mmanufacturers excursion into the four-stroke trail-bike field should be no exception. The KL2SO has been on the market for several years but only in the last two years has this model developed enough to be competitive, against its other Japanese rivals. When introduced, the KL2SO was too heavy and underpowered but the'latest model is a distinct improvement.

Now, the KL is leaner and it produces a similar amount of torque, and horsepower as its rivals — the Yamaha XT2SO and the Honda XL2SO. So, the Kawasaki can keep up with the opposition as well as continuing the tradition of reliability. Road-testing the KL2SO was a very pleasant experience.

The bike is quite at home in the city and handles heavy traffic situations with ease. Light weight, plenty of manouvreability and more

than adequate acceleration ensure this. With only 21 horsepower on tap. covering long distances in the country would not be a pleasant experience on the KL — but this is beyond the machine's designed intentions. However, it handles the Cashmere Hills and the winding roads around Lyttelton Harbour with ease. One thing immediately obvious with the KL is the willingness of its motor to pull maximum revolutions during acceleration. This motor just thrives on wide-open throttle applications and its peak power output occurs at 850 r.p.m., It took quite a strong wind and an uphill incline to inhibit the motor.

The gearbox on the KL only needs passing mention. The five-speed box seemed to have adequate ratios for both the street and the little bit of paddock riding on the test The clutch deserved special notice because it would be among the best I have ever tried.

A clutch with a broad take-up point and a very light lever pressure requirement is a real asset on a trail-bike — especially in a tricky situation which requires riding the clutch to maximise the horsepower available. The KL2SO clutch scores 10 out of 10 on both counts.

Suspension on the KL seemed a little out of balance. On the front, Kawasaki has used air-as-sisted forks and these work particularly well on and off road. But the rear shock absorbers are not as sophisticated for off-road riding and faded slightly after' ten to 20 minutes use.

Starting the KL was particularly easy. The engineering of the starting mechanism requires a relatively gentle kick compared to

some four-stroke singles which need plenty of beef on the kick start-automatic de-, compressors and all. The electronic ignition also must have helped here. The KL does not function well on city and country roads but can be used with’ some success in enduros. Kawasaki would be the first to acknowledge that the KL is not as well equipped for this snort as true enduro

models. However, it is worth noting that 90 per cent of the enduro bikes sold in New Zealand are used off-road only to a limited degree in comparison to the time they are used on the road. In nearly every respect, the KL is an excellent dualpurpose machine. The motor is extremely willing, the transmission slick, starting easy and the economy is verv good.

The KL, which is priced at 52499, was supplied by Norjo Motors, Ltd, 834 Colombo Street. ' Specifications: Max.h.p., 21 at 8500 r.p.m.; max. torque, 2kg at 6500 r.p.m.; displacement, 246 cc; bore and stroke, 70 x 64 mm; transmission, five-speed, constant mesh; over-all length, 2155 mm; width, 885 mm; height, 1160 mm; dry weight, 116.5 kg; fuel capacity, 9.8 litres.