The 1995-2006 Kawasaki kdx200/220r

The KDX existed as the only one of its kind (a 200cc two-stroke woods bike), for almost a decade before the other Japanese manufacturers jumped in. Because the KDX had been so successful, Kawasaki engineers were hesitant to make any broad changes, and the model series is marked by a conservative design evolution. Even with only minor upgrades, the KDX remained popular through its termination in 2006, when tightening emissions standards saw four-stroke machines displace two-strokes in many market segments.

Where Does the KDX Fit Into the Market?

In the 1990s, before the European dirt bike manufacturers like KTM, Sherco, and Beta and became dominant in the two-stroke enduro bike market, the big four Japanese brands offered competitively-priced and fully capable woods machines, including the Yamaha WR250/300 and the Suzuki RMX250. The KDX was the smallest bore of the three (their 250 offering never caught on as well as the 200 had), but made for a unique mount that was suitable for both racing and teaching the kids to ride.

As the years passed, Kawasaki made only conservative improvements to the KDX, and it lost its standing as a race-ready bike. However, thanks to aftermarket innovation (Jeff Fredette, we mean), the bike could still be made to run with the best.

In the 2010s, the KDX was still considered one of the best-priced two-stroke woods machines you could get. KTM and Co. had seen a rise in popularity and were generally regarded as "better", but they were priced unattainably for many riders.

The KDXs that remained in circulation were used and abused, and good specimens are increasingly hard to find. However, a KDX in good shape can run with the best even today, and it continues to be the ideal low-budget enduro bike for tight and gnarly woods.

How Do They Handle?

The torquey and mellow power delivery made the KDX a hit with beginners, while advanced riders appreciated the traction that the smooth power characteristics offered in rough terrain. The KDX was also light: a 2002 KDX220R has a recorded dry weight of 222.6lbs—light even by today’s standards (a 2023 Beta 200RR claims a weight of 214lbs).

The low center of gravity and reduced rotating mass in a two-stroke engine also contributes to feeling of lightness and enhanced agility, making the KDX feel significantly lighter on the trail than a comparable four-stroke. The ergonomics are decidedly more comfort-oriented than race-oriented, making the KDX a good candidate for lengthy trail rides.

How Do They Compare to New Machines?

Compared to the race-ready enduro two-strokes from KTM and Co., the KDX has comparatively upright forks, soft suspension, and a plush seat. In stock form, the engines are mellow; the 220, in particular, is tuned more for low-end torque than the 200, and racers often install bigger carburetors or aftermarket exhaust systems to give the 220 a little more mid-to-top end power. The 200 has a racier power delivery but lacks some of the low-end grunt that the 220 was designed with.

Although the design prioritized reliability and user-friendliness over innovation and performance, the KDX in the right hands is capable of running with the elite machines in the right terrain. Even in today’s climate of fuel-injected two strokes and electric start, the KDX should not be counted out as a satisfactory option for the casual woods racer.

Notably, Jordan Ashburn rode a KDX200 in the famed Tennessee Knockout extreme enduro in 2020 and finished 11th overall! At the 2023 Gobbler Getter National Enduro, former mototrials and road race champion Curt Comer raced a bone stock KDX220 and beat half the overall field. As the adage goes, “It’s 80% rider, 20% bike.”

How Do They Stack Up Against Other Bikes From Their Day?

The '90's KDX's original classmates were the Yamaha WR250/300 and the Suzuki RMX250, a grouping in which the KDX was the proud 200cc. But as the KDX lasted into a later generation, they found themsevles in compeition with the coming era of European 200cc woods weapons, including the KTM EXC200 and the GasGas EC200.

The KTM and GasGas 200s are both better suspended and have more power than the KDX, but they also require more attentive maintenance, and parts availability can be especially troublesome with the GasGas machines, who've seen their parent company change hands a few times in the last few years. Although all the bikes in this class are becoming hard to find, the KDX is still the most common.

A key difference between the KDX and other competitors in the class is that the KDX is fitted with conventional forks, rather than the newer-style inverted forks. The fork legs extend down below the front wheel hub, and the underhang can get caught in ruts or hung up on rocks. This shouldn’t be a deal-breaker, but it is wise to be mindful of this design “feature.” (Fork swap options do exist but will require some mechanical ability and research.)

How Much Do They Cost?

KDXs can be found in the $1500-3500 range, depending on condition. Because the KDX was so reliable and would run even with subpar maintenance, many of them were practically run into the ground. Confirm that the previous owner mixed fuel properly, maintained the transmission oil and coolant, and made some attempt to keep bearings and linkages lubricated.

How's the Spare Parts Availability?

For a machine of its era, the KDX is still well-supported. Aftermarket upgrades and replacement parts are available, and KDX racer and legend Jeff Fredette offers parts and knowledge to transform a KDX into a formidable mount. Check out what he offers at https://www.frpoffroad.com/.