RUST magazine: RUST#30

ust heritage
Whatever, the KDX is a bloody fast enduro racer with a chassis package
well matched to the power. As is often the case, what feels a bit skittish
and unsure at lower speeds gets ironed out the faster you go. On the tarmac
the Kawasaki can be a handful if you’re not paying attention.
The Honda, on the other hand, does everything a bit more sedately;
there’s only a power band if you ring its neck, the suspension soaks up
most obstacles without complaining and, here again, there’s not much
between the bikes’ ground clearances, 25mm more on the KDX at 340mm.
The bikes are evenly matched under braking, the KDX’s front disc is
10mm larger in diameter.
The biggest difference is in the fuel consumption. The Kawasaki’s
motor does like a drink while the four-stroke with its Radial Four Valve
Combustion (RFVC) head with twin exhaust ports barely sips the stuff.
The nine-litre tank will take the Honda much further than the 11 litres of
pre-mix provided for on the KDX. Also the KDX has very little in reserve,
but we didn’t check to see if the fuel tap filter was clear (which might
explain that!).
Both bikes have a seat height of 920mm and no electric start so if,
like Harris, you’re vertically challenged, getting started requires some
ingenuity particularly with the KDX as the prop stand is attached to the
swingarm which rules out that option. In many ways you have to learn how
to ride the Kawasaki whereas the Honda is less focused and more forgiving
– just right for veteran riders.
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