2025 Kawasaki KLX230R & KLX230R S Review

Kawasaki made significant changes to its KLX230R line of “green-sticker” entry-level off-road motorcycles, the KLX230R and KLX230R S.

Photography by Kevin Wing

The R and the RS are essentially the same motorcycles but with different seat heights; the RS is a little more than an inch lower than the R model. Previously, a lower-seat version of the all-dirt KLX230R was not offered, unlike the street-legal KLX230 and its lower-seat sibling, the KLX230S. Kawasaki understands that seat height is a crucial factor for beginners and novices, and anyone with a shorter inseam, recognizing that seat height alone can make or break a sale. By offering more seat-height options for their off-road KLX230R, Kawasaki increases its chances of sealing the deal. A win-win situation for you and Kawasaki.

The KLX230R is already a well-liked and popular play bike, but even a great motorcycle needs a refresh, and the KLX230R certainly received one.

Several updates were made to the engine, concentrating on delivering a smoother and even more user-friendly powerplant. The new fuel-injected 233cc air-cooled four-stroke engine features an electric start and a single-axis primary balancer that minimizes vibrations throughout the rpm range. A revised cylinder head has a narrower intake port and smaller intake valve, enhancing usability in the low- to midrange power.

Kawasaki redesigned the smaller airbox to integrate with the new subframe. To complement these engine modifications, the ECU has been reprogrammed to optimize the enhanced low- to mid-range torque, which is transmitted via the 230’s versatile six-speed transmission.

The KLX still utilizes a steel perimeter frame but has significant changes to the rear subframe, making it more compact and achieving a lower seat height than the previous models (35.6 inches for the R and 34.4 inches for the RS) without reducing seat foam or suspension travel. The bike also features a shorter wheelbase (54.1 inches for the R and 53.3 inches for the RS) and a steeper rake.

Showa provides the suspension, including a long-travel, non-adjustable 37mm telescopic front fork that offers ample travel—9.8 inches on the R and 8.7 inches on the RS.

The updated Uni-Track rear suspension incorporates a Showa shock with preload adjustability and benefits from new, stiffer springs and updated damping settings, delivering 9.8 inches of rear-wheel travel on the R and 8.5 inches on the RS. The fork is carried over from the previous model.

Kawasaki again chose a 21-inch front and 18-inch rear combination with bead locks, allowing for lower tire pressures if desired. This 18-/21-inch setup provides numerous tire options when the stockers wear out. Staying true to the KX aesthetics, Kawasaki opted for black aluminum wheels and silver spokes, giving it the authentic full-size KX appearance.

The braking system features a 240mm petal front disc paired with a two-piston Nissin caliper. In the rear, there is a 220mm petal disc paired with a single-piston Nissin caliper.

The completely redesigned bodywork features panels that fit almost seamlessly so you can shift positions freely, eliminating concerns about snagging your boots or clothing on the plastics. Speaking of plastics, the bike comes in two colors: traditional Kawasaki KX green and Battleship gray.

Kawasaki has expanded the seat width to enhance comfort and incorporated an additional 6mm of foam, all while maintaining a lower seat height compared to the previous model, facilitated by the re-engineered subframe. The footpegs have been relocated 9mm rearward, and the handlebars have been adjusted 25mm further forward and elevated by 13mm, thereby providing increased maneuverability for the rider.

Fuel capacity has been boosted to two gallons (up from 1.7 gallons) with a keyed steel gas tank for all 50-state models. Additionally, the cockpit features a keyed ignition and a new low-fuel light and fuel injection warning integrated into a redesigned instrumentation pod.

You get all these upgrades for just a $150 price increase over the previous model.

Trail Time

The KLX230R was already a surprisingly good off-road bike, and it’s even better now. When I recently spent the day riding the 2025 KLX230R and RS at Hollister Hills SVRA, I immediately noticed the bike’s more spacious cockpit, improved streamlined plastics and wider seat, which makes the KLX230R even more comfortable than it already was. Even though the KLX230R isn’t a full-size dirt bike, my 6’1” stature didn’t complain. Kawasaki nailed the KLX230R’s ergos.

You can easily feel the seat height difference between the R and the RS. The RS is noticeably lower than the R, maybe a little too low for me, but it should be fine for many people who feel the R is a tick on the tall side in comparison. Keep in mind, though, that you get a little less wheel travel on the RS than the R, so you will bottom the suspension a little easier on the RS than the R. You’re also sacrificing a little bit of ground clearance. These two things are about the only give-and-take I see between the two models.

For an entry-level play bike, the KX230R (and RS) has very good suspension. Just watch the accompanying video that shows freestyle star and Kawasaki brand ambassador Axell Hodges happily shredding around on one—a bone stock one—at Hollister. It’s a testament to the KLX230R’s ability to be ridden much harder than it was really intended to be. The fork is nonadjustable and the shock is preload-adjustable only, but that’s not a problem because they perform so well right out of the crate.

For a single-cylinder small-bore four-stroke, the KLX230R delivers impressive power but, more importantly, controllable power for novices. It launches from a stop smoothly and confidently, and once rolling, it can be ridden at whatever pace you want—slow or fast, it doesn’t matter—thanks to its broad powerband and tractable low-end.

There isn’t much the KLX230R doesn’t do well. The brakes are strong and predictable, it shifts gears smoothly, all the control levers are well-placed and operate effortlessly, the tires stick to the ground well and it goes forever on a tank of gas.

However, the KLX230R isn’t exactly light for its size and power output. It’s heavier than a KX450, but its low seat height and diminutive stature make up for it. It’s an easy motorcycle to ride that a beginner will conquer quickly.

Experienced off-roaders will like it, too, especially on tight single-track trails. In fact, it’s almost more fun than a full-size off-road bike in the tight stuff because it is so easy to ride and change directions on, and the suspension is good enough to keep up. You’d be surprised how fast you can zig-zag through the trees on the KLX230R, and so will your friends on full-size bikes. The RS model is even quicker handling in the woods than the R, but you’ll feel the shorter travel quicker, depending on your speed and weight. No, I wouldn’t race one, but the 230 pegs the fun meter’s needle when ridden in the woods or over any technical terrain.

Overall, the KLX230R could be the ultimate off-road play bike. Beginners will like it for its excellent and unintimidating behavior on the trail and for its low seat height (on both models), and more experienced riders will love ripping through the woods on the KLX230 if your only goal is to have a ton of fun without shelling out a ton of cash. CN

2025 Kawasaki KLX230R / KLX230R S Specifications

Click here to read the 2025 Kawasaki KLX230R & KLX230R S Review in the Cycle News Digital Edition Magazine.

 

Click here for the latest Cycle News Off-Road motorcycle reviews and news.

 

Click here for more Kawasaki motorcycle reviews and news.