The new KLX230 S boasts a significantly improved suspension stroke, making it a reliable choice for off-road riding. | Test Drive

Kawasaki KLX230 S….594,000 yen (including 10% consumption tax)

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The KLX230, which revived the KLX name, was unveiled in the fall of 2019 and released the following year in 2020. Kawasaki’s new launch, a dual-purpose model equipped with a 230cc air-cooled engine, is still fresh in our memory. The KLX230S, released in 2022 as a minor change model, followed.

Let’s review what the “S” means. In addition to a new color scheme, its character has been significantly altered. While the basic concept of the KLX230 was retained, the S’s main feature was a lower seat height designed to enhance rider comfort.　　

The seat height was 830mm, a bold 55mm lower than the base KLX230. In exchange, the original KLX230 boasted ample wheel travel. While the original KLX230 boasted a sufficiently long stroke of 220mm front and 223mm rear, the S boasts 158mm front and 168mm rear. As a result, the overall height has increased from 1,165 to 1,110mm, and ground clearance (minimum ground clearance) has been reduced by 55mm from 265 to 210mm.

However, this all-new model boasts an astounding 200mm of wheel travel in the front and 223mm in the rear, along with a ground clearance of 240mm. The seat height has also been raised slightly (15mm) to 845mm, but the seat rails have been completely redesigned. Thorough consideration has been given to ensuring ease of foot placement, including the seat and body, achieving both the rider’s sense of security that was the true essence of the S and the KLX230’s inherent off-road performance.

As an aside, the base model KLX230’s wheel travel has evolved to 240mm in the front and 250mm in the rear thanks to refined suspension. Meanwhile, the newly introduced KLX230 Sherpa, a variation based on the S, is based on the S.

This new model has been completely redesigned, from the exterior components to the frame. While the engine remains essentially the same, with the exception of minor details, the intake and exhaust systems have been refined.

The semi-double cradle perimeter frame, made of a combination of high-tensile steel square and round pipes, retains its basic structure, but with refinements to the details and primarily redesigned subframe and swingarm. The reference photo below is of a KLX230, but it’s essentially the same as the S, with the green highlights showing the newly designed parts. While

the exterior appears identical, the square-section rear swingarm has been upgraded from steel to aluminum. The rear axle support has been redesigned, and the chain tension adjustment method has also been changed, resulting in improved support rigidity and ease of maintenance.

According to development leader Mitsuru Matsushita, “The frame design changes were made to improve foot reach, with the primary goal being to lower the seat rail position.” In fact, the seat rail’s attachment point (where it connects to the square pipe) has been lowered approximately 5cm from the top of the triangular engine bracket plate to near the bottom.

The long double seat, which allows for easy weight shifting, also features slimmer front cushions and side covers, contributing to better foot reach. This improvement is complemented by a new air cleaner box and tank design, housed under the seat. The

exhaust pipe, which is U-shaped when viewed from the front, has also been lengthened. The tank capacity has also been increased to 7.6L, despite a difference of 200cc. The vehicle weight has also been reduced by 3kg to 133kg, a notable achievement.

The engine has been refined to deliver more powerful torque at low and mid-range speeds. The intake and exhaust systems have been re-fanned, and the combustion chamber has been reworked. The intake port diameter has been reduced, and a smaller φ33mm intake valve has been adopted. The ECU settings for controlling the fuel injection and ignition systems have

also been completely redesigned. The instrument panel, while simple, is equipped with cutting-edge equipment. The monochrome LCD display supports Bluetooth connectivity. Connecting to a smartphone with a dedicated app allows for call notifications and maintenance and other information management.

The overall performance is excellent.

Upon receiving the test drive vehicle, the first thing that struck me was its slimmer, more sleek form. Compared to the previous model, which featured rather distinctive, large headlights, the overall balance and bold finish were impressive. The

previous model’s bold lowering made it seem somewhat ungainly, but the new model has none of that. Perhaps because of this, I even mistakenly thought I’d rented a KLX230 instead of an S.

While the body certainly appears slimmer, the handling feels somewhat larger. In fact, the wheelbase is 5mm longer, the handlebar width is 10mm wider, and the vehicle height is 30mm higher. Furthermore, comparing the grip position of the handlebars, they are 13mm higher and moved 24mm forward compared to the previous model. The seat height has also increased 15mm to 845mm, but my first impression, both in appearance and feel, was that it felt even larger than that.

When straddling the seat, I was reminded to raise my right foot a little higher. However, when I sat down on the seat, the suspension gradually sank even with my light weight, resulting in foot reach as shown in the following photo. For reference,

I have also included a check photo of the previous model, so please compare them. The seat is a little higher than the previous S, where standing on one leg meant my heel was completely flat on the ground. However, thanks to the slender body and clever seat design, foot reach is at a reasonable level. Combined with the light handling, there is no sense of insecurity when supporting the bike. I was impressed by its ingenious construction.

Starting the engine gives off a lively, energetic sound with a rhythmic, energetic sound amidst the never-obtrusive exhaust note. The single-cylinder engine, equipped with a balancer, is smooth even when revving. The throttle response is pleasantly agile.

While not a particularly powerful bike, it delivers a manageable output characteristic in practical ranges, offering flexibility and tenacity for normal starts and stops, slow starts on muddy dirt roads, and even hill starts. While it lacks the punch and sustained power of

the high-rev ranges seen in the days when the four manufacturers competed fiercely with each other on 250cc dual-purpose models, the performance is adequate for a dual-purpose bike ridden casually on public roads, and I was impressed by how well-balanced it felt.

It delivers lively performance, from navigating city streets, including slow-moving traffic jams, to high-speed cruising. Its unwavering torque, even when overtaking or accelerating out of tight corners, makes it incredibly easy to handle.

The suspension also demonstrates excellent footwork, making full use of its ample stroke, including the extension stroke. The way the front forks dive smoothly at every stoplight makes it clear that this is a truly authentic off-road (dual-purpose) model.

While the owner’s needs for heavy dirt performance, such as on forest roads and off-road courses, depend on the bike’s needs, I suspect many riders felt the previous S was lacking on dirt.

The previous S had a gentle, welcoming vibe, like “Let’s go anywhere, anytime, easily,” and its unconditional “friendliness” was a notable virtue. Meanwhile, the new S’s suspension performance leaves no room for excuses.

Of course, those looking to enjoy hard-hitting sport riding on motocross courses, including jumps, should choose the KLX230, with its even more advanced suspension.

However, the new S’s appeal cannot be underestimated, offering ample performance and a comfortable ride that will satisfy most needs, whether riding on public roads or off.

For example, when riding on a rough or undulating forest road, even in situations where you predict the machine will go wild and reduce your speed a little, the new model’s suspension has more ample shock absorption capacity, making a difference in that you can calmly maintain a high pace with peace of mind.

As mentioned above, the change in handlebar position gives the rider more freedom to shift their weight forward and backward, making it easier to handle. I didn’t notice it during the test ride, but the footpegs have been moved back 9mm, making it easier to pull the handlebars (relieving the front wheel load) when turning on the throttle.

The steering was a little stiff in the head (maybe because it’s a brand new bike!?), but the bike was generally light and easy to handle.

The front and rear brakes aren’t particularly sharp, but they are easy to handle, responding depending on your grip strength and pedal pressure, and the ability to selectively cut off ABS intervention when stopping is also a convenient feature.

When I test rode the previous S, I wrote in my test drive article that it provided an outstanding sense of security for small riders, and that it seemed like a very important element in inviting many people to go off-road.

However, when I rode the new S this time, there was no sense that suspension performance had been sacrificed. What I found very appealing was that it still ensured just the right amount of foot reach. It even seemed like this “S” was worthy of being the central presence as the flagship model of the KLX.

Foot reach check (rider height 168cm/weight 52kg)

Comparing foot reach with the previous model, the 2022 KLX230S.