The Kawasaki KLX250 2021 price in the Malaysia starts from RM 22,425 . it is available in 1 variants in the Malaysia. The KLX250 is powered by a 249 cc engine, and has a 6-Speed gearbox. The Kawasaki KLX250 has a seating height of 890 mm and kerb weight of 138 kg. The KLX250 comes with Disc front brakes and Disc rear brakes. Over 2 users have reviewed KLX250 on basis of Features, Mileage, seating comfort, and engine performance. KLX250 top competitors are CRF250, KX85-D and PR5 250.
| Engine | 249 cc |
| Power | 21.6 hp |
| Start Option | Electric |
| ABS | No |
| Pass Switch | No |
| Ignition System | CDI |
| Odometer | Digital |
Great ergonomics
Lots of adjustability in suspension
Cheaper than the closest competitor
Slightly heavy
Steel handlebars are viby and bendy
| Variant | Price | Specifications | |
|---|---|---|---|
| Kawasaki KLX250 Standard |
RM 22,425 *
Expected Price
|
249 cc, 21.6 hp, Electric, Petrol | VIEW MARCH OFFERS |
| Shah Alam | RM 22,425 |
| Petaling Jaya | RM 22,425 |
| Johor Bahru | RM 22,425 |
| Kuching | RM 22,425 |
| Kota Kinabalu | RM 22,425 |
Watch the video review of Kawasaki KLX250 to learn about interior, exterior, performance, mileage and more.
Kawasaki has been championing the cause of dual sports bikes in Malaysia for a long time now. Along with Honda’s CRF250FL and some KTMs, there is not much to choose from when you want something that can be taken offroad. Nevertheless, the Kawasaki was always a great bike and has remained so with many small changes over the years. The biggest of these changes was the inclusion of fuel injection. Selling for around RM 21,000, the bike is well designed for its purpose and comes with sufficient goodies too. Its slightly cheaper price compared to the Honda have kept this bike relevant even today. Let's’ find out more about the bike.
For bikes like this, form has to follow function. The ergonomics and the dimensions of a bike can very easily ruin the whole experience. Thankfully Kawasaki knows what they are doing. It is compact with its 2,200 mm length, 820 mm width and 1,205 mm height with a wheelbase of 1,430 mm. It has a massive 285 mm of ground clearance and high seat at 890 mm. While seeming high, this is less than a full on motocross or dirt bike and therefore should be easier to ride. Even the kerb weight is just 138 kgs. As for styling, there is some, but it is all very functional and minimal. There is a new front cowl and headlight tucked into the redesigned fender. The front forks also get KX style protectors to keep them from getting damaged. The rear section gets a two-piece fender with the high exhaust peeking out from next to it. Sharing space with the squarish taillight is a small bag for utilities. Instrumentation is sleek and fully digital, which is good for getting information with a quick glance. It includes digital bar graph tachometer, speedometer, clock and dual trip meters. You may have noticed that the fuel gauge isn’t mentioned in that list, as it’s not present. The front gets a 21-inch spoked wheel with a 80/100 tyre and the rear gets a 18-inch wheel with 120/90 tyre. Tyres are semi knobbly for both road and trail use. The one niggle that can be brought out is the small size of the foot pegs which can get annoying.
The KLX 250 gets its frame from the bigger KLX 300. It uses a tubular section high tensile steel perimeter frame. Same goes for handlebars. While alloys would have been better in keeping out vibrations and maintaining their shape, these are perfectly fine given the price. The bike stays rigid in straight line dashes. The ergonomics of the bike are focused on giving a relaxed ride. The new handlebar is straighter and better suited for up and down movement of the hand on trails. The best however is the level of suspension adjustability afforded on this bike. The front gets 43 mm Up-Side Down (USD) telescopic forks with 16-way compression damping adjustment. The rear gets Uni-Trak shock absorber attached to the swing arm, which is 16-way adjustable for rebound, compression damping and fully adjustable for spring preload. The Honda, by comparison, is nowhere close in this area. The slim profile, high seat height and the suspension make it very easy to ride off-road. The suspension feels balanced and plush, also avoids diving while accelerating or braking. This gives the bike, confidence inspiring and a planted feel. It could, however, lose some weight which will improve its ability to go over obstacles and braking.
The engine is the same as before, DOHC 249 cc, single cylinder, with 4 valves per cylinder albeit with a few important changes. Biggest of these is the Keihin fuel injection system with 34 mm throttle bodies. This helps easy starts, good throttle response and better fuel economy. It delivers 22 ps of power at 7500 rpm and 21 Nm of torque at 7000 rpm. The engine is equipped with dual small and tight, high capacity Denso radiators. Power is delivered using a 6-speed transmission. Majority of the grunt is available in the mid-range between 5000 and 7000 rpm. Power delivery is smooth and learner friendly. There is a 7.7-litre fuel tank that lasts for a long time. Overall just the kind of performance expected from a dual sport bike.
Impressive braking performance is afforded courtesy of petal discs front and rear. The front gets 250 mm disc with a twin-piston calliper while the rear gets a 240 mm disc with a single piston calliper.
On the whole, the KLX 250 is an easy to ride off-roader. Kawasaki has worked hard to provide it with the ergonomics that will suit a wide variety of riding styles and a lot of adjustabilities too. The bike is also very cheap compared to its next-door neighbour. It’s not perfect, but it is pretty close.
A mini version of the KLX450R, the Kawasaki KLX250 bike is a pocket rocket. I have been an owner of the bike for over a year and been using it for daily commute and my off-roading ventures. This bike actually delivers the punch needed for off-roading and the handling is beyond what one can expects from this type of bike.
Riding off-road has always been my favorite passion. My father was always against it so I had to drop it in my high school. In college, I joined the racing club and started to take classes as well to expertise in it. I also did a part-time job to get enough money and save them so that I can purchase
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