ROAD TEST – 2020 KAWASAKI KLX230 - JUST BIKES

ROAD TEST – 2020 Kawasaki KLX230

Words and Photos: Zane Dobie

With all the rules we have to endure, as well as the prospect of nearly getting squashed by phone distracted drivers, I start getting bored of riding on the road every now and then.

I think about starting a new hobby, but just can’t seem to stray away from riding a motorcycle, so giving trail riding a go seemed to revitalise my love of bikes. And I’ve found the perfect beginner’s bike to do it on - the Kawasaki KLX230.

Joining the Family

Kawasaki’s current off-road range spans a dozen different models, from the KLX110 automatic all the way up to the KLR650 that’s been the steed for countless long-distance adventures.

Combine Kawasaki’s offerings with the off-roaders from other manufacturers and it can get a bit confusing to uncover what bike is right for you. That’s where the KLX230 comes in.

Introduced to the Aussie market last August - and launched with an off-road-only sibling in the KLX230R - the KLX230 is an all-new machine, designed with trail riding in mind, but also carrying all the kit you need to legally ride it on the road. It’s LAMS approved, too, which makes it a perfect entry-level option for newbies on two wheels or a dirt rider looking to become road licensed.

Low in price and relatively easy to ride, I could see the KLX230 being a great addition to the Kawasaki range even before I got the chance to ride one.

Perfect Little Powerplant

The first thing to say about the KLX230 is that Kawasaki have tailored a great powerplant in this dual-purpose bike’s 233cc single cylinder motor.

With listed outputs of 14.0kW at 7600rpm and 19.8Nm at 6100rpm, the SOHC two-valve four-stroke is a simple, low-tech powerplant in mechanical terms, but that works out on the trails, as it’s all proven technology, so you’re unlikely to be stuck in the middle of nowhere with a broken part you’ve never heard of.

If you want to call it ‘tech’, Kawasaki have adopted EFI on this bike - and most of their other off-road models, too. That’s not a bad thing, though, as not too long ago, many trail bikes on the road were still using a carburettor setup, which caused fuel flooding issues. And if you dropped it in the bush, it was a bugger to get started again.

Air-cooling keeps the whole setup even more simple, and combined with a 32mm throttle body, it makes for a really good, low-end torque machine.

Don’t discount the capacity, either, as a common complaint with a trail bike above the 250cc range is the inability to utilise all that power on most trails, not to mention the ability for the bike to get away from you in tricky, slow speed situations. There have been plenty of occasions where I’ve witnessed riders loop their bike when tackling the rocky sections of my local trails, due to a combination of too much grunt and not enough skill.

Unless you’re looking to compete in some sort of enduro ride, or you’ve miraculously turned out to be a dirt genius ready to sign up for the next Dakar Rally, the KLX230’s 233cc is perfectly capable of tackling most terrains that L and P platers are likely to encounter in the Australian bush.

Keepin’ it Legal

To make the KLX230 feel more at home with rego plates, Kawasaki have added and adjusted a few things. The exhaust was designed so that it would conform to emissions and sound laws without hindering the bike’s ability to perform in situations where it would need mid- and low-down torque.

The seating position is relaxed, with foot pegs positioned close to the bike’s centreline for a comfortable, ergonomically-neutral riding position.

As such, the Kawasaki KLX230 handles like a road bike when on the road. It has a gear-driven engine balancer that really works in reducing those vibrations you commonly get from off-road bikes on the road.

While the KLX230 was made for a versatile riding experience on and off the road, it performs best in slower speed situations, regardless of the surface. However, living in Australia means that it’s unlikely you will be able to stay off the freeway.

The KLX230 has six gears, but they’re super close together, so the freeway situation did get a bit hairy when in the 110km/h zone. Approaching an incline on the freeway, I found myself tucked behind the handlebars with the throttle pinned just to hit the speed limit.

Suspension Spec

Aside from the lights, indicators and mirrors, one of the main features that separates the KLX230 from the KLX230R is the suspension.

The KLX230 uses a 37mm telescopic fork with 220mm travel and a Uni-Trak swingarm shock with preload adjustability and 223mm travel. The KLX230R, on the other hand, has 250mm of travel on the front fork and 251mm on the rear.

For dirt riding, I wish I had the 230R’s suspension, but I can understand Kawasaki’s reasoning behind the setup they’ve chosen for the roadgoing version.

The 230’s suspension setup helps the bike be effortlessly rideable on the road, and when I went from tarmac to dirt, I didn’t need to change a thing. You could just head straight from the tarmac to the bush, but…

As much as I like the KLX230’s suspension setup, it makes for some interesting situations when launching off jumps. You want to hoon around on a bike like this, but the KLX230 really isn’t made to soar through the air like a motocross bike. Try to do so and your landing will be met with a pretty firm touchdown due to the lower suspension travel.

That being said, it doesn’t mean the KLX230s suspension isn’t great: it’s super comfortable for long-distance rides and I had no issues with it besides when the bike got some air.

For owners whose skills have outgrown the limitations of the KLX230’s road-biased suspension, an option could be to swap in the suspension from the KLX230R. I’d be assuming it’s an easy bolt-on upgrade to undertake.

Versatile ABS

Kawasaki have developed their first on-road and off-road ABS setup for the new KLX230. Teaming up with Bosch, they’ve created a braking package for the novice rider that’s truly impressive.

A common blunder made when learning to ride is grabbing too much of the brakes in a panic situation. Without ABS, the bike will more often than not end up sliding down the road in this situation - without you on it.

The ABS applied to the KLX230 certainly exceeded my expectations. The system can handle considerable braking in the dirt without locking up, which of course is a great confidence booster to the learner rider.

Up front, there’s a single 265mm petal disc with a twin-piston caliper, and a single 220mm rear petal disc with a single piston caliper at the rear.

During my initial hours on the KLX230, I found myself switching from a low traction situation on the dirt as well as on the road. The big 21-inch front wheel and 18-inch rear wheel wrapped in knobby tyres makes for tons of serious fun when hitting the ruts at a decent rate of speed.

But if you get a bit freaked out when you’re coming in too hot, you know the ABS is there to save the day. It really makes me wonder why all trail bikes don’t come with a system like what Kawasaki have introduced. Considering the confidence it gave me while riding, it’s unquestionably my favourite feature on this bike.

Shared Styling

Given they come from the same base and share most of the same mechanical features, it’s surprising that the styling on the KLX230 is similar to the KLX230R, too.

Differences are primarily in the headlight, taillight, licence plate holder, mirrors and indicators.

It may sound like the 230 is a compromise of the “purer” 230R, but Kawasaki have integrated the road-legal changes well – it’s a striking and aggressive looking bike.

The compact perimeter frame that wraps around the engine not only looks great but makes the bike super light, with a claimed weight of 134kg with a full tank of fuel. A light weight means the KLX230 is super easy to pick up and manoeuvre, especially if you end up on the ground.

Kawasaki say they developed this frame specifically for new and intermediate riders and it really has worked - it feels great and comfortable to ride, whilst looking the part with an aggressive appeal.

Instrumentation is simple, with the fully-digital dash cluster combining a tacho, speedo and, thankfully, a fuel gauge. It’s nothing too flashy, but really, do you need much more on a trail bike?

Bargain Buy

Where this bike really shines is in its value for money. Every small detail I dissected was justified by the fact that it is a trail bike with a ride away price of around $7,000. This makes it one of the cheapest, if not the cheapest, new trail bike in its category.

Considering it is a brand-new trail bike, with two years warranty and Kawasaki reliability, it’s an exceptional price-tag.

Thanks to Kawasaki, if there is any small detail you don’t like, there is an abundance of aftermarket parts to help boost the abilities of the bike or tailor it to your personal tastes.

Overall, the KLX230 makes an excellent base for a decent bike build, and thanks to the price you’ll have enough change left over to bling it up making it an amazing off roader, or just keep it as is and you’ve got yourself an easy rider.

Summing Up

Honestly, while there were a couple of niggly things, like the suspension that you can outgrow and a small petrol tank, there was very little I could fault with the KLX230!

Those qualms are easily changeable, though, and I’m sure someone who has a few spanners and access to YouTube could customise this bike to be exactly what they want it to be.

There’s a lot to like about the KLX230 and not much to dislike. Omitting those remarkable off-road ABS brakes, Kawasaki have embraced a simple setup in a world of elaborate motorcycle development. It means the rider is the winner with a great bike for a great price.

If you’re looking at getting your first trail bike, you’d be silly to look past the Kawasaki KLX230.