Ryan Nitzen | January 11, 2024
The KLX range is a staple in Kawasaki’s lineup. However, over the past decade, various middleweight KLX models have come and gone from the roster. Emission regulations, new technology, and price points obviously play their role in these decisions, but the KLX’s cult-like following, along with usability both on and off-road, make it a no-brainer to keep them on rotation for the green team. For 2024, the popular KLX300 is back and receives a laundry list of updates, and we got a chance to ride the dual sport and supermoto versions.
The 2024 Kawasaki KLX300 dual sport returns with minor updates.
Photography by Kevin Wing
In 2018, the KLX250 was reintroduced to the lineup and updated with modern fuel injection. More changes were added again in 2020 when the displacement was bumped up to 300 via a new 292cc engine. In 2024, the KLX300 receives another set of improvements, mainly in the styling department.
Updates for this model year are new KX-inspired plastics and graphics, new front and rear lights, and updated suspension settings. While this might sound just like “bold new graphics,” the new styling looks sharp and makes it feel like its KX brother. If you want a more incognito look, the KLX is still offered in gray and camo colors. The reshaped front fender and headlight give it a more aggressive look, as do the updated dual radiator shrouds that are also 25mm narrower for a slimmer feel while in the cockpit.
The KLX sits at a comfortable 35.2-inch seat height, which makes it easy to throw a leg over it. Even with this approachable stance, the bike still rides on the versatile 21-inch front and 18-inch rear wheels. You also get over 10 inches of ground clearance, 10 inches of adjustable suspension travel, and front and rear disc brakes.
Look familiar? The KLX300 looks more like its KX cousins than ever.
I enjoy riding these entry-level dual sport bikes and set my expectations accordingly. You might be disappointed if you’re used to or expect a high-performing dual sport bike, like the Honda CRF450RL or KTM EXC-F models, out of the KLX. However, the KLX300 is not designed to compete with these bikes but to attract newer or less experienced riders to the world of motorcycling at approximately half the cost.
At the heart of the KLX300 is its 292cc single-cylinder liquid-cool four-stroke engine. It mixes a good blend of simple, easy-to-manage, yet relatively strong power that inspires confidence at every rpm range. Down low, the initial roll-on is consistent and smooth as you wean it off the cable-operated clutch, perfect for newbies. The fuel injection system is spot-on and doesn’t want to lurch or surge in slower-speed areas. Low-end torque is still adequate for small to moderate hill climbs and nearly impossible to stall, again making it perfect for beginner riders.
Narrower radiator shrouds make the KLX300 feel ultra slim and trim from the saddle.
The motor comes alive as you shift through the wide-spread six-speed gearbox. I found the sweet spot in the 6000-9000 rpm range, which made the engine feel ultra-usable as you pick up speed on the dirt. It offers a surprisingly good top-end pull and is fun to ride if you want to run at a faster pace. On the road, this proved beneficial, too, as the KLX can easily cruise at 55-plus miles per hour. The stricter-emissions dual sport is noticeably tamer than the off-road-only KLX300R. The dual sport’s choked-up rear exhaust doesn’t do the bike any favors in terms of performance but does keep the bike quiet, at least.
Suspension is quite good. The hold-up from the fork is better than I expected. Budget-friendly bikes, such as the KLX range, are often held back by their suspensions. Frequently, they are under-sprung and bottom easily. Not the KLX, though. It soaks up the big hits well, and with 10 inches of travel up front and nine in the rear, there is plenty of cushion for smaller bumps and the unexpected G-out. Beginners/novices or those who just want to slow down and soak in the sights will enjoy the KLX’s cushy suspension, which has more adjustability than some of its class rivals. More experienced riders will be impressed by how far they can push the KLX’s suspension before limits are reached.
Some things haven’t changed.
The cockpit is another major plus, as the slimmer shrouds give the bike a more agile feel. I figured the compact KLX would feel too small or cramped for my six-foot, one-inch frame, but it was not bad at all. Right away, I was surprised at how comfortable the bike was, and I liked how I could lock my knees into the new cutouts on either side of the tank. This made squeezing the bike with my knees easy and encouraged proper riding position when sitting.
Back roads are pure fun on the KLX300SM.
I wish, however, they had added a few more updates. For starters, the standard footpegs are too small and are likely the same part number as the ones from the ’90s. Try to schmooze your dealer into throwing in a pair of aftermarket pegs before signing on the dotted line. A fuel gauge would be nice, too. In most situations, the KLX’s two-gallon fuel tank can go the distance, but a gas-level indicator would give the rider some added peace of mind between fill-ups. Until then, there is always the tripmeter. At 302 pounds, the KLX300 is heavy. While in motion, it’s not an issue, but I don’t envy the person who has to pick the KLX up after a tip-over or two.
As before, riding the KLX is a simple experience that fills many roles, such as an ideal in-town commuter, a great learner bike, and a perfect low-maintenance, low-cost, low-stress weekend getaway bike, on the street or dirt, or both. It’s incredibly versatile and can handle more obstacles than you might expect. Plus, its fresh and modern looks will surely bump up the urge to go riding more often.
The KLX300SM supermoto version is back and gets the same updates as the dual sport.
2024 Kawasaki KLX300SM
As before, there is a supermoto version of the KLX300, the street-legal KLX300SM. The SM gets the same updates as the KLX300. They are essentially the same motorcycle; only wheels and tires, brakes, external gearing, and suspension differences set the SM apart from the standard.
The SM rolls on a pair of 17-inch wheels and full-on street rubber, has a larger front-brake disc (300mm vs. 250mm), and its suspension is tuned more for street riding. You lose about an inch of wheel travel at both ends with the SM, but the springs are stiffer. You also lose nearly two inches of ground clearance and approximately an inch and a half of seat height, which is good news to many, especially beginners. The SM weighs about two pounds more than the dual sport, but you won’t notice it.
Updated suspension settings offer a plush ride when things get rough.
The SM’s rear sprocket drops three teeth to complement the smaller wheels. Expect to pay $400 more for the SM, as well.
For those who want the same virtues as the KLX300 but are not interested in getting dirty, the SM is the perfect alternative, and you get some added bonuses, like a lower seat height and better street prowess, especially with those large, grippy tires. Handling-wise, it’s slightly more responsive on the pavement than the dual sport, too, and it loves to be ridden aggressively when the urge strikes, at which time you’ll appreciate the more powerful front brake and stiffer fork and shock than the standard. And, like the standard, there is just enough power to get the juices flowing, too.
The SM’s 17-inch wheels and fatter tires inspire confidence in the corners.
But if you really want to have fun on the SM, ride it to your local kart track (preferably with a friend on a similar bike), let it rip, and then ride it home. If you’ve never ridden a small-bore “low horsepower” supermoto-style motorcycle like the KLX300SM on a track, you’re really missing out.
With both the KLX300 and KLX300SM, there is plenty of fun to be had here, either on the road, or in the dirt, or both.CN
VIDEO | 2024 KLX 300 and KLX300SM: Everything You Need To Know!
2024 Kawasaki KLX300 / KLX300SM Specifications
| MSRP: |
$6199/ $6599 |
| Engine Type: |
4-stroke, single |
| Cooling system: |
Liquid |
| Displacement: |
292 cc |
| Bore x Stroke: |
78.0 x 61.2mm |
| Starting System: |
Electric |
| Fueling: |
DFI with 34mm Keihin throttle body |
| Transmission: |
6-speed, wet multi-disc manual clutch |
| Frame: |
Tubular, Semi-Double Cradle |
| Front Suspension: |
43mm inverted cartridge fork w/adjustable compression damping |
| Rear Suspension: |
Rear shock with piggyback reservoir, w/adjustable compression & rebound damping |
| Front-Wheel Travel: |
10 in. / 9.1 in. |
| Rear-Wheel Travel: |
9.1 in. / 8.1 in. |
| Front Wheel: |
21 in. / 17 in. |
| Rear Wheel: |
18 in. / 17 in. |
| Front Tire: |
3.00 / 110/70 |
| Rear Tire: |
4.6 / 70/70 |
| Front Brake: |
Single, petal disc, 250mm / Single petal disc, 300mm |
| Rear Brake: |
Single, petal disc, 240mm |
| Rake: |
26.7° / 25.0° |
| Trail: |
4.2 in. / 2.8 in. |
| Wheelbase: |
56.7 in. / 56.5 in. |
| Seat Height: |
35.2 in. / 33.9 in. |
| Ground Clearance: |
10.8 in. / 9.3 in. |
| Fuel Capacity: |
2 gal. |
| Weight (curb, claimed): |
302.1 lbs. / 304.3 lbs. |
| Colors: |
Lime Green, Battle Gray, Cypher Camo Gray (matte) / Battle Gray, Phantom Blue |
