2021 Kawasaki KLX300 Review

[Hugh Janus]

In recent years Kawasaki has rolled out a number of new small-displacement motorcycles, offering consumers affordable options to get on two wheels. Three of them arrived in 2020 in the form of the KLX230, KLX230R, and KLX300R, turning a lot of heads. This year, Kawasaki took the KLX250, its veteran dual sport, applied some hardware from the KLX300R, and created the KLX300. We tested Team Green’s latest dual sport in different areas around SoCal to see how it rides on the trail and pavement.

Riding the 2021 Kawasaki KLX300 in the mountains of SoCal. (Jeff Allen/)

2021 Kawasaki KLX300 Engine

The KLX300 powerplant is largely the same as the outgoing KLX250′s, but is bored out by 6mm, resulting in a 43cc displacement increase to 292cc. It features the same cam profiles as the KLX300R off-road model, which are intended to deliver a smooth, quick-revving engine character and top-end performance.

Replacing the outgoing KLX250 is Kawasaki’s new KLX300 dual sport bike. (Jeff Allen/)

On Dirt Rider’s in-house dyno, the KLX300 produced 23.4 hp at 8,100 rpm and 15.4 pound-feet at 8,000 rpm. In the dirt and on the street, the fuel-injected liquid-cooled DOHC four-stroke engine offers friendly roll-on power that chugs at low rpm, especially noticeable in corners, and then comes to life higher in the rpm range.

Kawasaki took the existing KLX250 engine and increased the bore by 6mm, resulting in a 43cc displacement increase to 292cc. The KLX300’s camshafts are a borrowed part from the KLX300R off-road model. (Jeff Allen/)

These qualities help make it capable of stretching out gears from one corner to the next in every gear except first, which is a little short especially compared to the long second gear. First is more of a crawler gear, making the bike well-suited to tight single-track trails. With the stock gearing, second gear doesn’t offer quite enough bottom-end power to effectively navigate slow-going sections of trail, meaning a downshift to first gear is necessary in such areas.

With its friendly roll-on power, the KLX300 chugs at low rpm. Because of the gear ratios, first gear is required for tight trails as second gear is comparatively tall and doesn’t offer quite enough bottom-end power for such technical sections. (Jeff Allen/)

As the trail opened up, third gear proved to be quite versatile. Having just enough low-end torque to lug through sweeping corners allows the rider to slowly build up the rpm before grabbing a handful on the exit. This is where the KLX300 begins to put down its best power. I found fourth gear to be useful while riding access roads. If the rider stays in third throughout the corner, shifting up to fourth allows the bike to stretch its legs on straightaways before clicking back down to third during corner entry.

After a few minutes I fell into a rhythm, using third gear to navigate corners and fourth to pull me to the next. It became a predictable dance of man and machine; it takes two to tango. Fifth and sixth gear were predominantly used at highway speeds, where the KLX300 felt surprisingly at home. Carpool-lane speeds were easily achieved, and the green machine produced minimal engine vibration for a single-cylinder thanks to its gear-driven engine balancer.

The fuel-injected liquid-cooled DOHC four-stroke engine comes to life in the upper rpm range and is plenty capable of stretching out gears from one corner to the next. (Jeff Allen/)

2021 Kawasaki KLX300 Suspension & Chassis/Handling

The suspension is notable for a dual sport with a sub-$6,000 price tag, equipped as it is with a 43mm inverted fork adjustable for compression damping and a Uni-Trak shock featuring adjustable spring preload, compression damping, and rebound damping. While putting in my initial off-road miles on the KLX300, it became quite apparent the fork was too soft, blowing through the initial part of its stroke. This was magnified under braking, and even deceleration of the engine caused the front end to dip, causing the bike to feel slightly out of balance as it took up a stink bug position. Thankfully, all it took was a simple fork adjustment to alleviate the issue.

Going one click stiffer on the fork compression with a flathead screwdriver while leaving the shock alone yielded a well-balanced machine. Now, it offered good holdup in the initial part of the stroke while still being supple enough to float over small bumps and rocks. Furthermore, the feel of the bike under hard braking was drastically improved, with the fork compressing just gradually enough to provide a steady load on the front wheel. The bike really lent itself to me after the adjustment, seemingly daring me to push it harder and harder as my confidence built by the minute.

The 43mm inverted fork is susceptible to diving under braking but it’s nothing a clicker change can’t solve. ( Jeff Allen/)

The KLX300 is quite nimble and agile, offering intuitive handling characteristics that make navigating tight sections and corners seem effortless; the bike’s flickability is especially noticeable on single-track trails. The green machine’s off-road capability is hampered slightly by the stock Dunlop D605 dual sport tires, which don’t provide a great deal of traction in the dirt. Switching to Dunlop’s Geomax EN91 DOT-approved off-road tires is advisable for those who plan to spend most of their time away from the pavement.

The KLX300 feels small and is easily manageable on the trail. Although I did enjoy the form factor, it comes at a slight cost. This bike feels especially small while standing, which causes the rider to hunch over more than normal to reach the handlebar; this would be mostly eliminated with a taller handlebar bend. While seated, the rider triangle is quite comfortable, though the distance between the footpegs and front part of the seat causes a somewhat tight bend at the knees. When the need to extend your legs arises, the elevated rear portion of the seat opens up the rider triangle a touch, offering a more relaxed riding position while slaying highway miles.

The KLX300 is quite nimble and agile, especially considering its 302-pound wet weight as measured on the <em>Dirt Rider</em> scales. (Jeff Allen/)

As for the brakes, a Nissin dual-piston front caliper squeezes a 250mm rotor to provide powerful stopping capability as well as plenty of feedback at the lever. When it’s time to come to a complete halt, there is absolutely no vague feeling when grabbing the front brake; a hard initial bite lets you know it’s working, though it’s very progressive. The rear brake is a Nissin single-piston caliper paired with a 240mm rotor that is equally as capable as the front and can lock up the back wheel on command at any speed.

2021 Kawasaki KLX300 Overall Impression

Neither a playbike nor a full-on high-performance street-legal dirt bike like the KTM 500 EXC-F, Beta 430 RR-S, Husqvarna FE 350s, or Honda CRF450RL, the KLX300 falls much closer to the entry-level side of the dual sport bike market. Still, it’s elevated beyond mere beginner-bike status by its capable, adjustable suspension. At $5,599 for the Lime Green and $5,799 for the Fragment Camo Gray colorways, the KLX300 is a notable option for anyone in the market for an affordable, user-friendly dual sport bike offering impressive capability in stock trim, especially considering its price and its market segment.

At $5,599 for the Lime Green and $5,799 for the Fragment Camo Gray colorways, the KLX300 is a capable dual sport for the price and segment it’s in. (Jeff Allen/)

Gearbox

Helmet: Klim F5 Koroyd

Goggle: Klim Edge Off-Road

Jacket: Klim Forecast

Jersey: Klim Mojave

Gloves: Klim Mojave

Pants: Klim Mojave

Boots: Sidi Crossfire 3 SRS

2021 Kawasaki KLX300 Specifications

MSRP:	$5,599 (Lime Green)/$5,799 (Fragment Camo Gray)
Engine:	DOHC, liquid-cooled single-cylinder
Bore x Stroke:	78.0 x 61.2mm
Displacement:	292cc
Compression Ratio:	11.1:1
Transmission/Final Drive:	6-speed/chain
Dirt Rider Measured Horsepower:	23.4 hp @ 8,100 rpm
Dirt Rider Measured Torque:	15.4 lb.-ft. @ 8,000 rpm
Fuel System:	EFI w/ 34mm throttle body
Clutch:	Wet, multiplate; cable actuation
Frame:	Steel perimeter
Front Suspension:	43mm inverted fork, compression damping adjustable; 10.0 in. travel
Rear Suspension:	Uni-Trak shock, spring preload, compression damping, and rebound damping adjustable; 9.1 in. travel
Front Brake:	2-piston caliper, 250mm disc
Rear Brake:	1-piston caliper, 240mm disc
Tires, Front/Rear:	Dunlop D605; 21 x 3.0 in. / 18 x 4.6 in.
Rake/Trail:	26.7°/4.2 in.
Wheelbase:	56.7 in.
Ground Clearance:	10.8 in.
Dirt Rider Measured Seat Height:	35.2 in.
Fuel Capacity:	2.0 gal.
Dirt Rider Measured Wet Weight:	302 lb.
Availability:	Now
Contact:	kawasaki.com

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