1984 kx 250

1984 kx 250 DEFAULT

Kawasaki KX KDX KX Intake Manifold

EUR 94,74Buy It Nowor Best Offer5h 25m, EUR 34,64 Shipping Estimate, Click to see shipping cost, Day Returns, Garantie client eBay

Seller:hotfootmoto-online&#x;️()%, Location:Gagetown, Michigan, Ships to: Worldwide, Item: Kawasaki KX KDX KX Intake Manifold. dirtbikesalvage Store Hot Foot Moto LLC Kawasaki KX ; KDX Intake Manifold Black Manufactured out of the toughest, most abrasion proof polyurethane you can put on your bike (lowering maintenance and replacement costs). This will be the last intake manifold that you ever purchase for this bike. A more UV color stabilized material is now standard on all our products. This proprietary polyurethane is designed will outlast all oem materials including rubber, plastic and UHMW sliders. PayPal and Credit Cards are accepted. E-checks through PayPal must clear before the item will be shipped. Buyer will pay for shipping (see shipping details below). Any questions or comments? Call me EST M-F at . Insurance not required but recommended. We will not take responsibility for the item once we ship it unless insurance was purchased. This includes damage and loss. Please weigh the issue against the value and make your own determination. We cannot refund ANY payments on uninsured packages, period. Uninsured packages shipped at buyers own risk (we'll supply shipping information). Most orders are shipped within 4 business days. Some custom color orders take a few more days to ship. Email me regarding the availability of custom colors. There is a 10% re-stocking fee for all returned orders. We recommend using Express Mail International shipping. It's the fastest and most reliable service. Please note that priority mail international flat rate envelope shipments are not track-able. Although it's cheaper, use this shipping method at your own risk. Refunds will not be given for Priority Mail International Flat Rate Envelope shipments. They cannot be tracked or insured. All 2nd's are only available in the color listed. Air boots and intake manifolds are in black only. If you want a different color, you must specify a color choice via email immediately after paying for your item. DO NOT submit a color choice with a best offer. We do not receive any best offer notes with your payment. Any color choices submitted with a best offer will never be seen. You must send an email through eBay. Failure to select a color choice will result in the color shown in the picture being sent. No excuses! All international shipments may be subject to import fees / duty. Check with your home country to see what fees you may incur. We will not be responsible for any charges assessed by your home country or delivery courier. How long will an intake manifold last? Intakes are made from a polyurethane material that is very durable and has some stretch to it. Air boots and intake manifolds are molded from the same material. The intake manifolds will typically last 5 years on water cooled bikes, sometimes even longer. We recommend replacing intakes at the end of every race season on air cooled bikes. The air cooled bikes run much hotter than newer models. The hotter that an engine gets, the harder it is on the intake glue that we use. We have been unable to find a high heat glue yet, but we are working on it. If you notice an air leak, shut your bike down immediately. We will send a replacement for free. We only require your original purchase receipt. You do have to ship the intake back to us for inspection. If you are using a pod filter, the air filter needs to have some type of support. Without any support, the carburetor and pod filter bounce up and down the entire time you are riding the bike. This can cause issues with intake manifolds. Mounting Instructions If you are intalling a new air boot or intake manifold, make sure that there is clearance between any other moving parts or exhaust items. The exhaust will melt the polyurethane if it touches for long enough. If the rear shock touches the airboot, it will rub a hole in the boot. Some air boots may require modifications to the face of the boot where it mounts. You can use a belt sander or dremel tool. If you receive the part and are not satisfied with the quality, return it for a refund. If you do not feel like making the required modifications needed, return it for a full refund. Some mono shock models may require some light modifications. Hot Foot Moto LLC accepts no liability in relation to consequential damage, injury, death or loss of revenue arising from defective items. We will replace any defective items at no charge, that does not cover normal wear and tear items.Condition:New, Restocking Fee:No, Returns Accepted:Returns Accepted, Item must be returned within:14 Days, Refund will be given as:Money back or replacement (buyer's choice), Return shipping will be paid by:Buyer, Brand:HFM, Manufacturer Part Number:, Part #:

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Honda : CR Honda CRR vintage motocross

Honda : CR Honda CRR vintage motocross

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Logan, Utah

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Posted Over 1 Month

I have for sale a Honda CRR motocross bike for sale. I have done a lot of work to get the bike to the stage it is now, but due to funds I cannot finish everything. Here is a list of the things that I have done to it so far: -Rebuilt the engine: -New piston, rings, wrist pin, top end bearing. -New Athena gasket kit (MLS head gasket) -New seals -New bearings through out the entire motor. -New HotRod rod assembly -New water pump seal (mechanical type) (the water pump housing has very little pitting, which is unusual for this model) -Sand blasted and powder coated the entire motor (to my liking and not the factory colors)(the words HONDA and ATAC are powder coat and not paint) -Chassis: -New Fly aluminum bars -New Scott grips -New chain and sprockets -New seat cover -New maier Side panels in the rear -New Moose air filter -Powder coated frame (closest I could get to the honda flash red) -Powder coated foot pegs -Powder coated upper clamp -Powder coated rear spring to blend motor with frame (two colors merge) -New front number plate I have put a lot of time and money into this bike and it looks very nice. However there are things that I would still like to do to it to make it better, but neither time or money will allow. Some of the things that could still be addressed, but do not affect functionality are: -Rear chain splash guard has a piece missing. -Chain rollers would look better if it had new ones. -Polish the plastics to more look like new. The radiator shrouds, front fender, rear fender are all originals. -Change fork seals, for piece of mind -Get fork protectors -matching fuel line -original decals -Model ID tag I have gotten the bike to the condition it is now, as seen in the pictures and that is how it sits as of this listing. I have started the bike and it runs great. After warm up I have ridden it down the street and back one time. Total run time of 5 min or so on the bike since all the work that was mentioned above. I have way to much of my time and money invested into this to complete everything that I want. I have to many projects so I'm letting this one go. This bike will be sold with a bill of sale, because my state doesn't title off road bikes older than I prefer local pick-up. I will ship international, but I require $ on top of the selling price and shipping cost. Like I said, this bike is very nice as it sits, but for those of you out there that will disagree, please keep you comments to yourself. Thanks This bike is sold AS-IS and all sales are final so read all the info in the listing and if you have questions just ask. Thanks Reference: Honda CRR, cr, motocross, vintage, vintege, racing, rebuild, hotrods, hotrod, overhaul, ahrma, AHRMA, dirtbike, dirt-bike, , cc, flash red, honda orange, , , , carb, carburetor forks, Elsinore, RM, YZ, CR, KX, restoration

Honda : CR Honda CRR vintage motocross CR

Honda : CR Honda CRR vintage motocross CR

$2,

Logan, Utah

Category -

Engine -

Posted Over 1 Month

I have for sale a Honda CRR motocross bike. (pictures are of actual bike for sale in this listing) I bought this bike from the original owner who had taken it apart to fix it and lost interest. He then stored it for the last 25 years before I got it. I have done a lot of work to get this CR to the stage it is now. Here is a list of the things that I have done to it so far: -Rebuilt the engine: -New piston, rings, wrist pin, top end bearing. -New Athena gasket kit (MLS head gasket) -New seals -New bearings through out the entire motor. -New HotRod rod assembly -New water pump seal (mechanical type) (the water pump housing has very little pitting, which is unusual for this model) -Sand blasted and powder coated the entire motor (to my liking and not the factory colors)(the words HONDA and ATAC are powder coat and not paint) -Chassis: -New Fly aluminum bars -New Scott grips -New chain and sprockets -New seat cover -New maier Side panels in the rear -New Moose air filter -Powder coated frame (closest I could get to the Honda flash red) matches the cylinder head -Frame under motor has one small ding, but it was small enough that I didn't even notice it until just before powder coating. -Powder coated sub-frame that matches the cylinder -Powder coated foot pegs (gloss black) -Powder coated upper clamp (silver vein) -Powder coated rear spring to blend motor with frame (two colors merge)(silver vein and flash red) -New front number plate -Both tires have great tread approx. 85% tread left with no cracking. They are older vintage tires * I have the front plastic fork guards with disc protector, but they are not on the bike yet, but will be included. I have put a lot of time and money into this bike and it looks very nice. However there are things that I would still like to do to it to make it better, but neither time or money will allow. If this bike doesn't sell i will just hang onto it and slowly finish it as time and money allow, but it is currently about 97% done. Some of the things that could still be addressed are: -Rear chain splash guard has a piece missing (works fine but would look better with a new one) -Chain rollers would look better if it had new ones (they currently work fine) -Polish the plastics to more look like new (The radiator shrouds, front fender, rear fender are all originals) -Change fork seals, for piece of mind because they are the originals -Get fork protectors installed -original decals with vintage stickers removed -Model ID tag I have gotten the bike to the condition it is now, as seen in the pictures and that is how it sits as of this listing. I have started the bike and it runs great. After warm up I have ridden it down the street and back one time. Total run time of 5 min or so on the bike since all the work that was mentioned above. I have way to much of my time and money invested into this to complete everything that I want. I have to many projects so I'm letting this one go, but if it doesn't I will just finish it as time and money will allow. This bike will be sold with a bill of sale, because my state doesn't title off road bikes older than I prefer local pick-up. I will ship international, but I require $ on top of the selling price and shipping cost. If bike sells for my asking price, I will get the fork seals replaced, along with getting new chain rollers, and chain splash guard. TRADES: -If you have a CRF, banshee, trx or Sport quad that you would like to use as partial payment, send me a few nice pictures and I will let you know if I'm interested. I have tried to described this bike as accurately as possible. This bike is very nice as it sits, but for those of you out there that will disagree, please keep your comments to yourself. Thanks *Note, the bike can currently be ridden as it sits. Everything mentioned is just what I would like to do to make it look better. This bike is sold AS-IS and all sales are final so read all the info in the listing and if you have questions just ask. I can be reached at o49eight I would prefer local pickup, but I'm not opposed to shipping as long as I have cleared payment before I ship. Buyer responsible for all shipping costs. Thanks Reference: Honda CRR, cr, motocross, vintage, vintege, racing, rebuild, hotrods, hotrod, overhaul, ahrma, AHRMA, dirtbike, dirt-bike, , cc, flash red, honda orange, , , , carb, carburetor forks, Elsinore, RM, YZ, CR, KX, restoration, trades, CRF, CRF, TRX, Banshee, cr, CRR, CR, CRR,

 Honda VFRF Interceptor

Honda VFRF Interceptor

$2,

Fallbrook, California

Category -

Engine -

Posted Over 1 Month

- Cylinder; polished and ported - Stage 2 Hot Cam - Applied Triple Clamps, Renthal Fat Bars, MB1/Showa Forks an rear shock. - Fluidyne Radiator / CV4 Hoses - Gal IMS Desert tank (stock included) - White bros Full header and Exhaust system. Ready to sell and ready to ride. Pink Slip, and Current Reg. Licensed Mechanic _No Trades_ Thanks for lookin. Call or Text. 76o-8i Keywords: Moto, Honda , R, CRF r, yz, yz , yz, rm, rm , kx, kx , sx, ktm, honda, yamaha, kawasaki, suzuki, two stroke, 2stroke, four stroke, 4 stroke, CRF, CRFr, crf, crfr, crf , crf , , , , yzf, rmz, kfx, Honda, Kawasaki, suzuki, yamaha, ktm, , , , f, f, 4 stroke, dirtbike, motocross, kx, kxf, crf, yz, yzf, rmz, rm, cr, kawi, fast.

Kawasaki : KX Kawasaki KX W/Title Runs & Rides Great!

Kawasaki : KX Kawasaki KX W/Title Runs & Rides Great!

$1,

Hamburg, New Jersey

Category -

Engine -

Posted Over 1 Month

LOCAL PICK UP ONLY IN HAMBURG, NJ NO DELIVERY, NO SHIPPING. SORRY. Complete running bike with title! (offroad only) I just did a carburetor cleaning, tank & petcock cleaning, oil change, coolant flush and refill, greased the suspension linkage, adjusted the chain slack, adjusted the tire pressures, etc. I'll also throw in a brand new pair of black Scott "Hurricane" grips. It starts up relatively easy for a big bore 2 stroke, runs real good, will idle all day long and pull the front end up on demand. The transmission goes through all the gears smoothly, the clutch works well. No leaks or issues, the brakes work very well, the suspension is not blown, the tires are like new, the steering, suspension & wheel bearings all seem good. It's an excellent restoration candidate or have some fun with it as it is. It's a very rare & powerful bike and, best of all, it comes with the title. I'm also open to trade offers, but only for dirt bikes and sport/race quads. Many of these will not be straight up trades, so please be prepared to add cash on top. I, too am prepared to add cash on top for the right deal. In particular, I'm interested in YZ, YZ, YZ, IT, Warrior, YFZ, mid-late '80s CR or CR, Quadzilla LTR. Project bikes/quads are not a problem, just as long as we can get together on a fair deal. $ or best offer. I'm available Mon-Fri 9am-5pm and Sat 9am-4pm. Message me through eBay to set up an appointment to come see it in person. Tim

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  1. Unhhhh season 3
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Super Clean Kawasaki KX Very Nice Low Hours AHRMA Vintage MX KX VMX

Description

Selling one very clean, ow hour Kawasaki KX This bike is super nice. It has not been restored, t was a low hour bike to begin with.
All tires, prockets, ars, evers, egs, tc are in great shape and not bent or damaged.
It has not run in years, ut it should run with a minor prep.
All fluids have been drained when it was parked.
Please look carefully at the pictures and feel free to ask me any questions. Sold with a Bill of Sale if you want it. No title. Sold strictly as is, ut I will do my best to answer any questions and provide as much detail as possible.
This is ideal for a collector or to use as a vintage racer, hough it is awfully clean. I have several other KX's from this era, ncluding a , and machines, ll in very good shape. Email me for more info. Bikes are advertised locally and I reserve the right to end listing early.
The boring stuff (but please read):Shipping: I suggest you use Daily Direct for transport. Their phone number is haulbikes, nd they are professionals with a strong track record of moving expensive and nice motorcycles. Daily Direct offers door to door "roll on" and "roll off" service. I can ship anywhere in the USA with Daily Direct for $
I can and will ship international, ut the buyer must coordinate this, s the process can be cumbersome. I will assist as best as possible and do have really good access to shippers to the UK, urope and Australia. I can also ship to the middle east as well. But please note that all paperwork will be handled by the buyer. I dont do paperwork very well.
Seller Notes:

  • If you are a serious buyer and have the money in hand, am happy to talk to you on the phone about whatever questions or interest you have in the bikes. But please, o time wasters or tire kickers.
  • If you are a serious buyer, t is available to be shown, ut I am not looking for tire kickers or time wasters. Thebike is located in Northern California.
Payment: A $ non refundable deposit is due within 24 hours of closing, r a friendly phone call or clear email on who you are and how you intend to close the deal. I am very easy to work with, ut a little clear communication goes a long way with me. Paypal is fine for deposit, ut the fee and commission they take is very high. We will take payment however is easiest for you for to send, s we understand that some buyers might be out of the country. Cash, ank to bank payment, ank check, aypal, U, arrier Pidgin - whatever - but as long as it clears our bank and you are not playing the Nigerian lottery with me, could care less how it comes. Just make sure it comes.
My bikes are always for sale locally and I reserve the right to end the listing at any time if a local buyer comes forward.
In case you are wondering anything about me as a seller, have been on eBay since (thats over 16 years) and have not one negative feedback. I am just a nut for older dirt bikes and ATV's from the 's. I have a nice collection of bikes that I have built up over 15 years of collecting and messing about. I have several others that I am selling, ncluding several 85 - 86 r's and x's, s well as some other stuff. I am clearing out some bikes to make room for other projects.
See my other listings for some more of my stuff, ut I doubt I will get around to listing all of them.
84 KX KX vintage motocross VMX AHRMA Jimmy Weinert Jeff Ward Legends and Hero's

Also published at eBay.com

Sours: http://suprememotos.com/kawasaki/super-cleankawasaki-kxvery-nice-low-hours-ahrma-vintage-mx-kxvmx.html

For this edition of Classic Steel, we are going to take a look back at the last of the pre-KIPS Kwackers, the Kawasaki KXC2.

In , the Kawasaki KX was not at the top of most rider’s shopping lists. Tall, long and slightly spacy looking, the KX was the green-headed stepchild of the class. Photo Credit: Kawasaki

The seventies and early eighties were a tough time to be a Kawasaki off-road enthusiast. Even though the Japanese industrial giant had been one of the first Nipponese manufacturers to dip its toes into the motocross waters, the red (and later) green machines had never really enjoyed the success of their rivals. In the early days, Kawasaki motocross machines were produced in very limited numbers and many dealers did not even bother to stock them.They were fairly prominent in professional racing, but a bit player at the grass-roots level. Sparse parts availability, meager aftermarket support and a general lack of competitive products made the green machines an afterthought in the minds of most motocross hot shoes.

In spite of often being at the forefront of technology with innovations like their Uni-Trak rear suspension, Kawasaki lagged behind the other Big Four manufacturers in sales and dealer support.Photo Credit: Kawasaki

Even though Kawasaki was lacking in sales compared to its rivals, they continued to be at the forefront of motocross innovation. In , they became the first manufacturer to introduce a linkage-equipped single shock rear suspension system with their Uni-Trak. Then, two years later, they became the first Japanese brand to equip their machines with a hydraulic front disc brake. In spite of this innovative spirit, however, the green machines continued to be a tick off the best brands from Europe and Japan.

In , Jeff Ward was Kawasaki’s ace. Thankfully for him, his SR shared absolutely nothing with the stock KX besides the color.Photo Credit: Motocross Action

Then, in , Kawasaki’s fortunes finally began to turn. They continued to show utter futility in the Open class, with the abysmal KX/KX, but the smaller bikes were actually starting to gain traction. The new KX60 and KX80 led the charge, with class-leading performance that left their red and yellow rivals in the dust. In the and classes, the KXs were not quite as successful, but at least they were competitive.

One of the few major changes on the KX for ‘84 were these new radiators that were repositioned to sit two inches lower on the chassis.Photo Credit: Kawasaki

In , the KXC1 had offered a solid low-to-mid powerband and spacy looks. The bike was tall and slightly ungainly, but the new liquid-cooled motor provided solid thrust and the Uni-Trak suspension did a good job of absorbing mega-leaps. As the only bike in the class with a disc brake, it also offered far more stopping power than the drum-equipped competition. Overall, it was a solid effort, but not nearly as complete a package as Honda’s excellent CRR.

The cc two-stroke mill on the ’84 KX was a straightforward cylinder-reed design that lacked any type of exhaust valve mechanism. In spite of its relative simplicity, it offered a potent and competitive powerband. Low-end and midrange power were very good, with a solid blast that rocketed the KX out of tight turns.Photo Credit: Kawasaki

For , Kawasaki decided to spend the majority of their R&D budget on the class. The KX was all-new from the ground up and by far the best green tiddler ever offered for sale. The new bike looked and ran like Jeff Ward’s SR factory bike and romped on the eighth-liter competition.

The Jolly Green Giant: Very tall and large overall, the ’84 KX felt much more like an Open bike than a nimble on the track. Photo Credit: Motocross Action

With the receiving the lion’s share of Kawasaki’s budget for ‘84, the KX had to make due with some fairly minor changes. The new ’84 KXC2 maintained the same frame geometry as , and carried over much of the bodywork. The sole exceptions were the new tank, shrouds and seat required to accommodate the new lower-mounted radiators. The looks remained uniquely “Kawasaki” and most people either loved it or hated it. Compared to the sleek new KX, the KX looked like a reject from another era. The oddball rear fender/number plate combo remained and gave the bike a tall and strangely proportioned appearance. The cool (or gaudy, depending on your perspective) gold rims and accents of were also retired, in favor of a more understated (or boring) silver for ’ The new saddle featured an up-the-tank “safety-seat” design for the first time and traded the black of for a dark blue in

While the power output of the KX was competitive, the rest of its powertrain left a bit to be desired. The transmission was notchy and the clutch was an utter disaster. It chirped, chattered and lurched under even light use and gave up the ghost entirely if pushed. Photo Credit: Kawasaki

In the motor department, the new C2 kept the same basic power package as the C1, with a few important modifications. The cc mill maintained its x mm bore and stroke, but offered slightly more compression ( vs. ) and a hotter ignition for ‘ On the intake side, a new 38mm Mikuni replaced the infuriating-to-jet 38mm Keihin of ’83 (goodbye screw-slot jets!) and a new pipe helped extract the spent gasses. The liquid cooling remained, but new radiators lowered the center of gravity by relocating them 2 inches lower for

Kawasaki became the first major manufacturer to offer a front disc brake for motocross (unless you count Rokon’s oddball MX-II from the mid-seventies) in In , the single-piston unit on the KX offered good power, but inferior feel to the excellent dual-piston stopper found on the CRR.Photo Credit: Kawasaki

On the track, the new KX offered a strong low-to-mid surge that rocketed the bike out of corners. Torque was up over ’83 and the bike offered the most midrange hit in the class. Top-end power was lacking, but the bike was fast from corner-to-corner. If you revved it out, it fell on its face, so it was better to short-shift it rather than trying to stretch out that last gear. Keeping it a gear tall and torqueing the bike around the track was the best method to make use of its powerband. As long as you did not try to scream it the KX was certainly competitive against its rivals.

Getting the Kawasaki KX to turn took total commitment and a lot of muscle. Photo Credit: Rich Cox

While outright power was sufficient, the rest of the KX motor package was a bit lacking in Both the transmission and clutch were cranky and generally unpleasant to use. The gear ratios were well spaced for the power the bike made, but the shifting action left a lot to be desired. It started out notchy and only got worse as the clutch heated up. The clutch itself was incredibly suspect and unable to withstand even mild abuse. Once hot, the unit shuddered, chattered and struggled to keep the machine from taking off of its own accord.


Fools Gold: For , Kawasaki dropped the cool gold coating from the wheels, swingarm and Uni-Trak linkage on all the KXs. the Photo Credit: Kawasaki

On the chassis front, the new KX was just as flawed. Overall, the bike was very tall, long and awkward feeling. Compared to the other machines in the class, the KX felt much more like an Open bike than a cut-and-thrust The ergonomics were odd as well, with funkily-shaped bars and footpegs that were mounted too far forward. Even with the new tank and lowered radiators, the bike retained a tall and tippy feeling than never went away. In the turns the KX was obstinate, cranky, and a ton of work. It was stubborn at turn in, hard to lay over and determined to stand up mid-corner.Getting it to change direction took perfect form, total commitment, and a fair amount of luck. Slack off or get out of position, and the big green meanie was likely to stand up and send you into a snow fence.

Pogo moto: The 43mm Kayaba forks on the ’84 KX offered inches of grim travel. Insufficient damping in either direction caused them to dive under braking, bottom violently and rebound like a set of giant pogo sticks. Photo Credit: Kawasaki

Usually, stubborn-corning bikes are good at speed, but the KX defied this convention. It was not a complete paint-mixer at speed like the Honda CRR, but the KX liked to shake its head under deceleration. At speed, it imparted an unsettled feel that made the rider unsure of exactly what the bike was doing. It danced, wiggled and generally wandered wherever it pleased.

Strong low-end power made getting airborne easy on the ’84 KX Photo Credit: Tom Sapoto

On the suspension front, the ’84 KX offered a set of 43mm Kayaba forks up front and a single KYB shock out back. The forks were non-cartridge (par for the course in ), offering inches of travel and eight settings for compression adjustability. There was no rebound adjustment, but air could be added to each leg to fine-tune the ride.

Love it or hate it: Originally introduced on the KTMs, this unique rear fender/ number plate combo was adopted by Kawasaki in While it did make reading numbers easier, it gave the bike an odd appearance, left the exhaust exposed and stuck up so high that it whacked riders in the posterior. In , this artifact of 80s motocross would be retired in favor of a much more conventional design. Photo Credit: Kawasaki

In the rear, the KX used its Uni-Trak linkage system to deliver 12 inches of travel through a single KYB damper. The shock featured a large remotely-located reservoir to prevent fading and featured four adjustments for compression and rebound damping. While overall travel was the same as , the new silver swingarm and revised Uni-Trak featured an updated linkage curve to improve performance.

With its strong midrange burst, the KX could be fun to ride, but for racing, there were better choices available. Photo Credit: Moto Cross Magazine

On the track, the new suspension proved better than , but still not up to par with the best in the class. New stiffer fork springs and revised damping aimed to cut down on front end dive and bottoming, but neither proved particularly effective. The KX continued to pitch forward under braking and hammer to the stops on hard hits. Rebound damping was also too light, and the front of the bike actually bounced back up at the rider when bottomed.

Undersprung and underdamped, the Uni-Trak rear on the ’84 KX was only slightly better than its abysmal forks. Photo Credit: Kawasaki

The Uni-Trak rear was slightly better, offering a bit more control, but not enough bottoming resistance. Even medium-sized jumps left major burnt rubber marks on the underside of that ginormous fender/number plate combo. In the whoops, the rear wallowed and bounced as the overtaxed spring and inadequate damping struggled to keep the green machine in line. Even worse, that huge rear fender just loved to come up and whack you in the backside on rebound. At least it was not just ugly, it was functional!

While powerful, the front disc binder on the ’84 KX was far from trouble free. The unit required frequent bleeding and leaking hydraulic lines were common. Photo Credit: Motocross Action

On the details front, the KX was a bit of a disappointment. The aforementioned King Kong rear fender made scoring easier, but looked odd, cracked easily, cost a ton to replace ($45 in ) and left the silencer exposed just waiting to roast some flesh. The new alloy front fender brace looked sano (in a Euro sort of way), but bent easily in a crash and was more an indictment of the KX’s grim plastic quality than any real attempt to up the trick quotient. The new pipe tucked in a little better, but continued to crack and leak chronically. The new frame was also of suspect quality and cracks at the welds were common. Broken spokes, cracked hubs and faulty swingarms were also noted by riders once the bikes had a few hours on them. While the front disc provided excellent power, the lines were prone to leaks and required constant maintenance. Maybe worst of all was part availability, which was by far the worst of the Big Four in

In many ways, the KXC2 stands as the demarcation line in Kawasaki’s motocross program.The odd styling, quirky ergos and weird handling were soon to give way to much-improved machines. The arrival of the Kawasaki Integrated Power-valve System in and the introduction of much more mainstream products would take the KX from an also-ran to a legitimate player in the division.Photo Credit: Kawasaki

The season stands as a major turning point for Kawasaki’s motocross program. The KX60, KX80 and all-new KX took the world by storm in ‘84 and transformed Kawasaki from a background player to a headliner. The old-school KX and KX remained a step (or three) behind the competition, but better days were ahead. The season would see the arrival of the KIPS (Kawasaki Integrated Power-valve System) and with it, much-improved machines. The KX was the last of the truly oddball Kawasaki deuce-and-a halfs.

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Kx 250 1984

What kind of hospital is this anyway. he defiantly spread his arms. The thin fabric of the T-shirt outlined the powerful musculature. When the clumsy Kostya managed to stab his hand with a knife, the. Three friends, driving Romkin's jeep to the beach recreation area, had to look for a hospital.

driving the 1984 KX-250

And more every minute. Time dragged on for her like jelly. the door opened again and this man returned, strangely, with a package in his hand.

Now discussing:

Caressed this hole a little, while first two, and then all three, fingers of his second hand rhythmically fucked her vagina, periodically touching the clitoral tubercle with a free thumb. She moaned something indistinct like no, just not there and finished again, pulling the cover over herself with such force that she did not slip out of bed with him.

He again lifted her in his arms, put this time entirely on the bed and, turning her face to him, carefully licked the pussy lips, wet with. Secretions, invitingly diverging to the sides, not forgetting to caress her breasts with his hands, sticking out the nipples up, and then entered again pushing her into the bed with the weight of her huge and beautiful body.



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