Kawasaki KLX400 When the other brands here noticed a gap in their lineups, they fired up the R&D machine and developed a bike to fill the gap. Kawasaki and Suzuki recently entered into a sort of partnership to flesh out these gaps in their lineups without tiring out their R&D departments or draining the budget. They agreed to share certain models and, voila, a green DR-Z400 rebadged as a KLX400. Of course, Suzuki has the DR-Z400 in kickstart and electric-start flavors, while the KLX comes only with the E-button.
Both companies also sell a dual-sport rendition. It will pass California standards, but the dirt-only model we tested is a federal off-road model and thus a red-sticker bike that may be restricted to certain times of the year at some riding areas in California.
Even in the completely stock and wonderfully quiet form, the KLX makes a very impressive 40 horsepower. Both Suzuki and Kawasaki sell their street versions of this bike in electric-start only, but with the same quality suspension components found on the off-road race models, including a fully adjustable shock and Showa 49mm conventional fork with cartridge internals.
The seat height is not especially low, but the seat is soft and cushy. The rear of the seat slopes backward, and that makes some riders feel as if they are sliding back under acceleration. Otherwise, the KLX is the off-road spiritual brother to a Cadillac: plenty of power, supple suspension and ample comfort.
The steering is not really crisp, but like the Gas Gas, that has more to do with the seat and tank keeping the rider from getting forward than it does with frame geometry. At a trail pace, the KLX is super-plush, easy to ride and pleasant. Bump up to race pace, though, and the 283-pound KLX is less happy. With a fair amount of weight, soft suspension and sit-down-oriented ergonomics, the DR-Z doesn't like to be pushed. You can crank in the compression quite a bit with good results, and the action doesn't suffer much, either.
Frankly, serious racers will look elsewhere. Trail riders will find all they need here to thrill them yet enjoy a comfortable ride that offers vibration-free plonking. We give it demerits for its lack of green-sticker legality but still call it a trail favorite.The KLX runs $5499.
The KLX400 makes a comfortable ride but is not ready for the racetrack. I could feel the extra weight of the electric starter. This would be a good bike for the average trail rider. Elmer Symons
Whatever off-road bike I have gets used for a race bike for a few, select events. For that reason, I prefer the kickstart DR-Z. If I wasn't racing or rode predominantly on hard terrain, I'd go for the luxury cruiser E-start versions. At race pace or in sand, I feel the weight, but otherwise, I don't so why kick? Karel Kramer
Hey, if you want an electric motor and cushy seat, this is the one. As long as you don't push the pace too hard, it's great. E-start worked flawlessly. Kip Temple
This bike is technically the same as the Suzuki but felt better. The electric start makes a difference in the way the motor runs, because of the extra flywheel mass, and it worked out great on our dry, dusty course. More tractable roll-on power was a big help. Comfy ergonomics helped round out a good, fun package. Ed Tripp
What's Hot!
* Smooth, linear power that's all but free of vibration.
* Suspension at both ends is exceptionally plush.
* The seat is soft and cushy but has decent support.
* The clutch feel and shifting action are very light.
* The standard Dunlop D756 tires work well on any terrain.
* The standard exhaust is quiet yet doesn't feel plugged up.
What's Not!
* Seat slopes a bit back, bothering some riders.
* Handlebar is a bit low for taller riders or when standing.
* Suspension is soft for aggressive riding and G-out impacts.
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