Green Screamer Kawasaki KX125 1994

What do you do when your 1993 model motocrosser was considered fantastic? Make a few detail changes and know that it will still be fantastic? No, not if you are Kawasaki. You change the whole bloody bike! But the ‘93 model KX125 did have one issue which required some rectification, as detailed

Kawasaki KX125 1994

by the test crew at Dirt Bike magazine in their review in their November ‘93 issue - “The ‘93 KX was a awesome machine. It had a superb, easy-to-ride motor, the best suspension of any stock motocross bike ever made, a rigid, stable frame and an unfortunate tendency to blow itself sky-high.”

Yes, it had a weak top end, a ‘glass’ rod and a fragile clutch. There was though an easy fix, as Dirt Bike noted - “The truth was that it didn’t take major engine work to make the KX reliable. For the most part, the average rider could run a season without trouble as long as he used race gas in the motor.” So what was new for ‘94 and did Kawasaki fix the problems?

Apparently, the transfer ports were blamed for the issues that beset the ‘93 model and so the ports were subsequently completely reshaped. The power was tuned for more lowend, with a smaller reed cage and a reshaped exhaust port. The ignition curve was also altered. As well, a better airbox was installed to help breathing and the conrod was modified. Lastly, in terms of engine changes, there was a larger clutch and beefier transmission.

Changes to the chassis were just as extensive (for a chassis that was already top notch!) and were based around ‘small is good’. The frame was shrunk, as was the wheelbase, and the steering head wasn’t quite as steep as it was in ‘93. As well, the aluminium subframe was replaced by a steel item, there were new suspension components and there were new brakes. In total, almost a whole new bike!

Did the changes result in a better bike? The Dirt Bike test crew weren’t convinced. They thought the new engine didn’t provide any more low end power than the old one

and in fact thought the powerband was narrower. But they still liked the ‘94 KX125 engine better than the ‘94 125 offerings from Yamaha and Suzuki. The ‘94 model’s engine did though shift way better. As for the new chassis, that was definitely a hit - “The smaller, shorter, narrower chassis makes the bike much more nimble. We can now actually say that the Kawasaki now actually say that the Kawasaki Words by Ken Smith. Photos by Rick Welch. turns very well.” The brakes were also a hit - “By far, the biggest improvement over the ‘93 KX is the new front brake.” The revised suspension was still great, but not necessarily better than ‘93 - What makes the KX suspension so remarkable is that everyone seems to like it as is. There was virtually no oil-level changing or clicker-spinning between test riders.” Overall, they weren’t convinced with the changes - “For now, though, the ‘94 KX’s toughest competitor will be the ‘93 KX.” At least Kawasaki would’ve taken that as a win! Trail & Track (T&T) magazine tested the KX in their January/February issue in 1994 and had similar thoughts on the lack of low end but they really liked the midrange - “We reckon the bottom-end is a bit too soft for sandy tracks. The majority of riders will really like the ‘94 KX motor because the midrange has a broad spread of power and pulls strongly right into the top-end.” T&T were also taken with the looks, and the braking abilities, of the new KX - “In the looks department, we reckon the ‘94 KX is trick. The styling gives the KX a sleek, stealth bomber look that any yuppie or junior burger would be proud to show off. Yeah, we like it.” As for the brakes, they mentioned that JSV muffler in hiding. - “The front brake feels doughy, like most KX front stoppers, but the funny thing is, the brake works great on the track. The leverage ratio seems spoton because the ‘94 front brake has plenty of feel and allows you to be very aggressive with your braking.” The common theme of not enough bottom end (but a great mid-range to top....without quite enough right at the very top) was also echoed by the Motocross Action team in their test in their November 1993 issue. No bottom end, a good mid to top end but not enough right at the top. All was not lost though, as they said - “It has a very small sweet spot, but in that working rpm range the ‘94 KX125 is a winner.” Their formula for success on the KX was straightforward - “We switched from the stock 49-tooth rear sprocket to a 50, and then concentrated on shifting the KX125 into third as soon as possible.” Motocross Action were definitely on board with the chassis changes - “The KX125 turns better and is more stable at speed.” The new suspension was just as good as the old - the best in class. Their only question after

Main: Lime green and purple shouldn’t look this good but it does, especially against that sensational soil. Inset - opposite page: That JSV pipe really caps off the restoration.

praising almost everything on the bike was - “Can you live with a pro-level motor that demands full attention on every inch of the race track?”

Dirt Rider magazine were also on board with the chassis changes, as they stated in their test in their November 1993 issue - This KX125 turns like no other green machine in recent history. It is at home in flat turns as it is in bermed corners. Throw in some bumps, and the KX retains its composure just the same.”

Queenslander Rick Welch set out to build a really good Pre ‘95 racer and as you can see from the shots of his bike on these pages, he did a great job! Although, as he says, the bike sort of fell into his lap as a work mate of his wanted to move it on. The other reason that this KX appealed was because Rick really liked the loud graphics of the bikes from the ‘80s.

The reason the photos look so good (taken at Toowoomba’s brilliant Echo Valley track) is because Rick is a freelance photographer for Street Machine magazine, as well as being a gas worker. He’s also a bit of motorsport junky as he told us - “I’m a junky for all forms of motorsports but my main loves are dirt bikes and drag racing. I started riding at age ten and started racing MX and flat track at fifteen in 1987 on a borrowed 1984 KX80 from a good mate, Jo Gorry in Townsville (and we are still good mates today). I made it into B Grade back in those days. It was great growing up in the 1980’s MX era - ‘Go the Rat’ every day!”

Rick owned and raced a selection of CR, KX and YZ models in the ‘80s and various KX and YZ models in the early 2000s. His latest purchase is a 1999 model KDX200 that is road registered. The KX125 was very ‘well used’ when bought but it was the right price. The plan was to build it as a Pre ‘95 racer and either recondition or replace every single part on the bike. We’ll let Rick go through the build - “There was a complete top to bottom engine rebuild, the shocks were all rebuilt, new bearings everywhere, new rims and spokes, new brakes, new Polisport plastics, new graphics by Willmax, new seat cover by Evans Trim shop - you all know the drum.” “All of the assembly of the bike and rebuilding of the brakes, suspension and wheels I did myself in my shop at home but all of the engine work was done professionally. I had Shane Baker from Shane’s Bikes, Boats and Performance in Warwick completely rebuild the bottom end, while Elite Motorcycles Toowoomba rebuilt the top end and took care of the dyno tuning and the jetting for the JSV cone pipe I brought in from JSV Racing in Belgium. Scott from Excel Paint and Panel took care of the colour matching and two-pack respraying of the frame and swing arm. PBS Specialty Coatings Toowoomba did the sandblasting and powder coating.”

Rick was fortunate that most of the OEM spare parts he required were available and were purchased from QB4 Kawasaki in Toowoomba, while the rest was sourced from other aftermarket parts suppliers.

It’s not surprising that Rick was really happy with the way the KX turned out and there’s no doubt that it will indeed be a very capable bike in the Pre ‘95 class - if not top of the class!