FEATURE - 2024 Kawasaki KX112

Words: Mike Ryan

Photos: Kawasaki Motors Australia

A look through Kawasaki’s current motocross range shows they have just about every angle covered. There’s the venerable KX250 and KX450, related KX250X and KX450X, as well as the KX65 and KX85 for juniors. Recently, Kawasaki added a new member to the group in the form of the KX112.

While it may be new in Australia, the KX112 isn’t a brand-new model. It’s been around for a couple of years now and was born from the KX100 to tap into the ‘Supermini’ class of racing in the USA. In contrast to its name, Supermini is huge in the US, fuelled by the annual AMA Amateur National Motocross Championship, aka the “Loretta Lynn’s”, held in Tennessee.

Open to riders aged 12 to 16 (split across two categories) and limited to bikes of no more than 112cc capacity, Supermini had previously been filled with bored and stroked 85cc or 100cc machines. That changed in 2022 when Italian brand TM and Kawasaki both released a 112cc bike, primarily for amateur juniors to tackle the Loretta Lynn’s. These factory efforts have kickstarted more interest in the category.

For now, Supermini doesn’t exist in Australia, with the MX3 (formerly MXD) class in the ProMX Motocross Championship only allowing two-strokes of 122cc to 250cc capacity. Two-strokes as small as 100cc are allowed in flat track competition, though, as well as E1 and JG enduro classes in the Australian Off-Road Championship, so there is an avenue to campaign the KX112 there.

If the KX112 gets some traction locally and other brands like Yamaha, Honda, Husqvarna and KTM follow, it could make for an exciting new junior motocross category here. Alternatively, Kawasaki could go it alone and develop a one-make KX112 championship for junior motocross, like the Yamaha R3 Cup for road racing. How awesome would that be?

Two Stroke Turned Up

Key to the KX112 is its 112cc two-stroke single-cylinder engine. This is based on the 2T single from the KX100 that dates back to the 1990s. The bore of 52.5mm is the same as the KX100, but stroke is longer at 51.6mm. Intake and exhaust porting has been modified, as has the piston, rings, crankshaft, bearings and other internals, so the KX112 is much more than just a stroked KX100.

In the age of electric starting and EFI, the KX112’s kick start and carburettor may seem like old technology, but liquid-cooling and digital ignition are in there, as part of a modern package that includes variable compression and the Kawasaki Integrated Power Valve System (KIPS) - the equivalent of Yamaha’s YPVS - to optimise power and torque across the rev range.

The result is increased power and torque, with a noticeable peak in top-end power at the 11,600rpm redline compared to the KX100. Thanks to the longer stroke, Kawasaki claims strong low-end torque from this engine, too. Power and torque figures haven’t been released, but overseas testing suggests the KX112 offers maximums of 24.96hp (18.61kW) and 11.6lb/ft (15.7Nm).

To complement this increased performance, the KX112 runs an all-new six-speed transmission that’s stronger than the KX100’s to handle the extra power. Clutch is the conventional wet, multi-disc type and final drive is by chain on a 13/51 sprocket combination.

Frame, Suspension, Brakes

The KX112 uses a high-tensile steel perimeter frame, which is based heavily on the KX85 chassis. The swingarm is longer, though, with a 19-inch front and 16-inch rear wheel standard. To put that into context, the KX85 runs a 17/14 combination. And while the KX85 L ‘Big Wheel’ does offer a 19/16 wheel set, it doesn’t have the power and torque of the KX112.

Up front, the inverted 36mm forks feature adjustable compression, with the Uni Trak monoshock rear suspension offering compression, rebound and preload adjustability. Unusually, compression adjustment for the front end is at the bottom of each fork leg, rather than on top.

This suspension set-up is broadly similar to the KX85, with the same 275mm of travel front and rear. Rake of 29 degrees is the same across the KX85, KX85 L and KX112, although trail on the smaller-wheel KX85 is 97mm, compared to 108mm on the KX85 L and KX112.  

Braking consists of a single petal disc at each end – 220mm front and 185mm rear – with a dual-piston front caliper and single-piston rear caliper that offer progressive, consistent braking performance. Discs and calipers are identical to the KX85 and KX85 L.

Dunlop MX33 tyres are standard fitment, in 70/100-19 42M front and 90/100-16 51M rear sizes.

Ergo and Adjustment

In terms of key dimensions, the KX112’s seat height is 870mm and dry weight is 73.3kg, which is the same as the KX85 L, but 40mm higher and 2.4kg heavier than a KX85, which may be a challenge for smaller, lighter riders. Length is 1,920mm, width 765mm and height 1,150mm, with ground clearance of 330mm. Fuel capacity of 5.0 litres is the same as the 85cc models.

To allow growing juniors to adapt, the handlebar is six-position adjustable as part of Kawasaki’s Ergo-Fit system, with 10mm of adjustment both fore-and-aft and up-and-down. Pegs are fixed, though.

For this year’s KX112, the radiator shrouds are slimmer, allowing more comfortable rider movement. The new design is said to improve airflow to the radiator, too.

Finally, the KX112 is finished in Kawasaki’s signature lime green, which is the sole colour available. Plastics and graphics are inspired by the larger KX machines and include model identification on the radiator shrouds, with Kawasaki branding on the seat.

A Class of One

To approach anything near the KX112’s performance without stepping up to a 125, you’d have to invest in a big bore kit for an 85cc bike, which adds expense. These kits are not available for every model in the class, either.

As the KX112 is unique in Australia, there’s really nothing to directly compare it to. Same goes for its starting price of under $8,000. The closest two-stroke MX rivals are the Yamaha YZ 125 at $11,799, while the KTM 125SX is $13,214 (approx. RRPs), which make the KX112 seem like outstanding value. Go four-stroke and you’re looking at the Honda CRF150R, which is $9K, or perhaps the smaller CRF110F with its clutchless transmission that comes in at around $4K. But like the Suzuki DR-Z125 ($4,500 approx.), the CRF110F is arguably more of a fun bike and not a true MX model.

As mentioned earlier, the sticking point with the KX112 is that it falls outside of the recognised motocross racing classes in Australia. That limits its use to flat track and enduro, as an MX training bike, or just a machine to enjoy in the dirt. But, if a Supermini class gets up and running here, the KX112 could be a race-winner straight out of the crate.