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Kawasaki KX100F

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Key specs
  • Displacement99 cc
  • Transmission6 Speed Manual
  • Kerb Weight77 kg

Last known Avg. Ex-showroom price

₹ 4,88,200

Kawasaki KX100F is now discontinued in India.

Discontinued
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  • 1 ColourSee Colour
Colours:

Kawasaki KX100F Summary

KX100F key highlights

Engine Capacity 99 cc
Transmission 6 Speed Manual
Kerb Weight 77 kg
Fuel Tank Capacity 5 litres
Seat Height 870 mm

About KX100F

The Kawasaki KX100F is the smallest bike in the company’s KX range of competitive off-road machines. This bike has been aimed at amateur as well as professional dirt racers.

The minimalistic bodywork and robust build ensures that there is little to go wrong in case you drop the motorcycle. It also adds to the raw character of the KX100F.  The KX100 is a carburetted two-stroke motorcycle with a 6-speed gearbox. Tipping the scales at 77kg, it is very light and easy to use in the hands of amateurs. It rides on 36mm inverted forks which are 20-way adjustable for compression and a rear monoshock which gets 24-way adjustment for compression, 21-way rebound and preload adjustment.

The KX100F is imported as a CBU, which means it attracts heavy taxes. However as it is not road legal, you do save some money on the registration charges. It doesn’t have any competition in the Indian market.
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Kawasaki KX100F Expert Opinion

  • Good Things

    • Perfect motorcycle for young racers
    • Gets adjustable handlebar mounts
    • 99cc engine delivers enough performance
  • Could be Better

    • Priced quite high
    • Available only in one colour
    • Limited sales, service reach

BikeWale's Take

The KX 100 is one of the few dirt motorcycles available in India for the budding young racers. The bike has been designed and developed for these kids who want to take up motocross. The 99cc engine churns out good performance. The bike is equipped with large front wheel, adjustable handlebar and good ground clearance. Unfortunately, the bike is priced quite high for its size. 

Kawasaki KX100F Review

The Kawasaki KX100 like its elder sibling – the KX250F, which we reviewed a few days back (read here) – is a non-road legal, pricey and competition-only motocross machine. But, it is also smaller, lighter, cheaper and less powerful compared to the 250F. Which means, the KX100 logically should also be more manageable, easier to exploit and a lot less intimidating than the 250. It is, after all, marketed as the ‘competition-bike’ for young champions. And by ‘young’ Kawasaki means teenagers.

What is it?

The Kawasaki KX100 like its elder sibling – the KX250F, which we reviewed a few days back (read here) – is a non-road legal, pricey and competition-only motocross machine. But, it is also smaller, lighter, cheaper and less powerful compared to the 250F. Which means, the KX100 logically should also be more manageable, easier to exploit and a lot less intimidating than the 250. It is, after all, marketed as the ‘competition-bike’ for young champions. And by ‘young’ Kawasaki means teenagers.

Unfortunately, no one told me that before I was handed one. So, besides looking a bit gawky on this relatively tiny machine, I was also screaming under that helmet from time to time. And it wasn’t out of joy. But, we will get to that in just a bit. A few facts first. Unlike the 250F, the KX100 is a two-stroke. It’s also carbureted and gets a 6-speed gearbox. And it is super light. The KX100 only weighs 77kg. But, like the 250F it is extremely competition friendly having endless suspension adjustment. The front 36mm USDs are 20-way adjustable for compression while the rear linked monoshock can adjust 24 ways for compression, 21 ways for rebound, and of course, for preload.

How does it ride?

Now, given my complete lack of competition experience, I didn’t bother with any of the suspension changing wizardry. I just hopped on – which is a lot easier than the 250F given a much lower seat height – kicked the KX alive; and then stalled it. I stalled it again a few more times tackling mud mounds, whoops and even while exiting a bermed corner.

But it was times like these that really made me appreciate this two-stroke’s lack of weight and the manageable seat height. If it were the tall and relatively heavier 250F, I would have been blowing a lot of mud out of my mouth, repeatedly. But, this gratefulness for two-stroke tech was extremely short lived. After all the stalling and managing to stay upright in the two sighting laps, I decided it was time to give this manageable, easier to exploit and a lot less intimidating version of the KX all I had. Big mistake.

As I have confessed many times in the past, I am a short-shifter. And that makes me as inept at handling high-strung two-stroke motorcycles as I am at supervising kids. Yes, I am quite pathetic at both. So, coming down the straight, I go up three gears in quick succession and hold the throttle wide open like I would on a 150cc commuter. But, I don’t find much go.

So, I keep the throttle pinned as I make the fast left-hander that leads onto the first of the tall mud mounds. Half way into the corner, the KX100 hits its powerband, and as if by magic, the good-natured pony I am riding turns into a scared and violent horse. Braaap! It’s clearly trying to escape from under me rearing, sliding and bucking all at the same time. And I am so taken aback (read scared); I refuse to let go off the throttle.

Good move that because within seconds the KX100 has righted itself. But, it is now charging for that mud mound. I roll off, touch the front brake, and slow down enough not to land head down exiting the mound. Time now to make the bermed right-hander. But, in all this life-saving excitement, I again forget that this is a race two-stroke and dropping a couple of gears just isn’t enough. So, I stall, again, half way on the berm, waiting to fall over.

I don’t. Now I have the whoops, a couple of bermed corners and a few mud mounds to negotiate – not to mention a really tight and sandy left hander – before I can complete the lap and go out and embarrass myself yet again. I decide to give the whoops a miss. Given the sensitive and explosive power delivery high up in the rev band and nothing really in the mid or bottom, it’s a good call for I don’t want to fight THAT fleeing horse all over again.

But, no matter what, I can’t get myself to hold those revs high and ride the KX100 as it is intended; flat out. And so, these terrifying moments – every time the KX hit its powerband – continue; sometimes exiting corners and at other times while negotiating mounds. Eventually, I pull in. I can’t take this excitement anymore. I am no teenager. And this bike clearly isn’t for me.

Anything else I should know?

Well, for starters the KX100 isn’t as scary as I might have made it sound. At least it wasn’t for the 10-year-old motocross prodigy who was putting up quite a show. He was jumping the KX, sliding it, and wheelie-ing it out of corners with no effort at all. What’s more, he was whipping the rear out on jumps as if it was the easiest thing in the world. This bike then works for 10 year olds as well!

And growing 10 year olds at that. And that’s the reason Kawasaki says the KX100 gets adjustable ergonomics. As kids grow – and they do, at an alarming rate – they would need a different handlebar-seat-footpeg position every few months. Therefore, instead of buying a new bike, one can simply alter the height and proximity of the handlebar on the KX. And for this 2016 model, the 100 also gets slimmer bodywork, and improvements in the engine, chassis and suspension departments. So, buying an old, used KX100 then might not be the best option.

 

Should I buy one?

I, for one, would not. Not with it being so demanding and excitable for a non-two-stroker like me. But then, I am also no teenager. However, if you have a teen or a ten-ager even, who you think has a shot at being a successful or even playful motocrosser, and you have Rs 4.69 lakh to spare, go for it! There’s nothing else in the official market like it.

Where does it fit in?

As we just mentioned above – there isn’t anything like it on the official market. So, clearly, the KX100 has no competition. Much like its elder, more powerful and surprisingly, more manageable sibling the KX250F, the 100 too is in a class of its own.

Photography by Sanchit Arora

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Kawasaki KX100F Colours

KX100F

Specifications

  • Power & PerformancePower & Performance

    Fuel Type Petrol

    Max Power --

    Max Torque --

    Cooling System Liquid Cooled

    Transmission 6 Speed Manual

    Transmission Type Chain Drive

    Emission Standard BS-IV

    Displacement 99 cc

    Cylinders 1

    Bore 52.5 mm

    Stroke 45.8 mm

    Valves Per Cylinder 1

    Compression Ratio 8.7:1

    Ignition Digital CDI

    Spark Plugs --

    Clutch Wet Multiplate

    Fuel Delivery System Carburetor

    Fuel Tank Capacity 5 litres

    Reserve Fuel Capacity --

    Riding Range Maximum distance a petrol bike can travel on a full fuel tank and an electric bike can travel on a full charge --

    Mileage - ARAI --

    Mileage - Owner Reported BikeWale collects mileage information from bike owners to provide you with the actual mileage that you might get. --

    Top Speed --

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  • Brakes, Wheels & SuspensionBrakes, Wheels & Suspension

    Braking System CBS, IBS, SBT, UBS, HBS - Combined braking of both front and rear wheel | ABS - Anti-lock braking system which can be just for front wheel (single channel) or both wheels (dual channel) or can be switched off (switchable) | E-ABS - Electronic assisted braking system | Standard - Cable operated Standard

    Front Brake Type Disc

    Front Brake Size 220 mm

    Rear Tyre Size 90/100-16 52M

    Tyre Type Tubed

    Radial Tyres No

    Rear Brake Type Disc

    Rear Brake Size 184 mm

    Calliper Type Front- 2 Piston, Rear- Single Piston Calliper

    Wheel Type Spoke

    Front Wheel Size 19 inch

    Rear Wheel Size 16 inch

    Front Tyre Size 70/100-19 42M

    Front Tyre Pressure (Rider) --

    Rear Tyre Pressure (Rider) --

    Front Tyre Pressure (Rider & Pillion) --

    Rear Tyre Pressure (Rider & Pillion) --

    Front Suspension 30 mm telescopic fork/275 mm

    Rear Suspension Single shock/275 mm

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  • Dimensions & ChassisDimensions & Chassis

    Kerb Weight 77 kg

    Overall Length 1,920 mm

    Overall Width 765 mm

    Wheelbase 1,310 mm

    Ground Clearance 330 mm

    Seat Height 870 mm

    Overall Height 1,151 mm

    Chassis Type Perimeter, high-tensile steel

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  • Manufacturer WarrantyManufacturer Warranty

    Standard Warranty --

    Standard Warranty --

Features

Odometer --

DRLs (Daytime running lights) --

Mobile App Connectivity --

Pillion BackrestNo

Pillion GrabrailNo

Pillion SeatNo

GPS & Navigation --

USB charging port --

Front storage box --

Under seat storage --

AHO (Automatic Headlight On) --

Speedometer NA

Fuel Guage No

Tachometer Not Present

Stand Alarm No

Stepped Seat No

No. of Tripmeters 0

Tripmeter Type NA

Low Fuel Indicator No

Low Oil Indicator No

Low Battery Indicator No

Pillion FootrestNo

Digital Fuel GuageNo

Start TypeKick Start

Shift LightNo

KillswitchYes

ClockNo

Electric System--

Battery--

Headlight TypeNA

Headlight Bulb TypeNA

Brake/Tail LightNA

Turn SignalNA

Pass LightNo

Additional features--

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