FOLLOW UP: Kawasaki KLX 230. Power Tool
The city isn't comfortable with the idea of motorcycles; it tolerates them, barely. A place structured around an idea of a collective, manufactured togetherness, it is devoid of an organic sense of belonging. The opposite of what a motorcycle stands for: a free entity. With a fluid sense of belonging, an individual, who is also part of a community. The city believes in the concept of either-or; that is why it always suspects. Everything. The feeling is mutual, in fact. Motorcycles want to run away from cities, too. Some manage, some don't, and some give you options. Like the motorcycle I have been looking to ride for some time: the dual-personality product from the Japanese manufacturer known for its green bikes - the Kawasaki KLX 230.
It is difficult to get hold of Kawasaki motorcycles in Delhi, not on the roads or at the showrooms. They have been selling here since the pre?Kawasaki-is-officially-in-India-finally era, and Indian riders have always been great admirers of the lime greens anyway. It was the media unit that was difficult to get in Delhi. So, the moment I got the opportunity, I jumped onto the locally made KLX 230.
This isn't a new motorcycle, especially for OVERDRIVE readers, as the bike has been a regular star in a couple of comparison stories last year. So why this ride story then? There is something about dual sports and high fenders that somehow promises citizenship of the kingdom of cool - you mount these bikes, the aspect ratio and the colour filter change, and suddenly your life becomes Insta-worthy. There was another reason, though. We keep getting many questions on the rides and drives we do, the stories we publish, and at times, follow-up questions deserve a separate story. That's the premise of our new series called 'Follow-Up', which kicks off with the most common question we got on this Kawasaki.
What are the differences between the CKD and the Indian version?This change is confusing. The specs and figures have gone a bit haywire in this comparison, except for the most important change that we Indian motorcyclists love: a price cut. The India-made KLX 230 is priced at ?1.84 lakh, a deduction of more than a lakh, as the CKD version was priced at ?2.99 lakh.
The frame, engine and mechanicals more or less remain identical, but the India-made tag has brought certain changes aimed at making it more tarmac-friendly.
Both the bikes come with the same 233cc air-cooled single-cylinder engine, but the India-made version makes fractionally higher power and peak torque, that too at a slightly lower rpm. A similar story plays out with the length and height figures, which go up by a couple of millimetres. The suspension setup is modified and the travel is less at both ends, attempting a more balanced performance in the city-versus-wild game. Wheel travel is 20mm less at the front and 27mm at the rear on the 2026 KLX, while ground clearance goes down by 10mm. The disc brakes are bigger now, with a 25mm increment at the front and 10mm larger at the rear, and unlike the CKD version, this one doesn't get petal discs. The India-made model also switches to single-channel ABS. The frame and swingarm materials differ too. Body panels and finishes on the 2026 KLX are simpler, and the exhaust design exhibits some changes as well. The official site states that the kerb weight is the same in both the models.
Practicality vs performance?
It took me a couple of sessions to find out the aspect I liked best in the KLX 230: the low-end grunt. The engine always responded with a mild growl, and the aural and physical feedback were consistent. Rev up the engine, pick up speed, and you will find a linearity to everything - the sound notes and the engine's pull. The sound remains well-rounded and voluminous, and the power increase is gradual. Both remain consistent pretty much till the end. By the end I mean the top speed, which isn't the KLX's forte, nor is it supposed to be, and with my weight, 105–106 kmph felt like the upper limit. The KLX didn't push itself too hard; it never gave the impression that it was out of its comfort zone, because it doesn't leave that zone. Even if you push it further, it never loses its composure and consistency. In a nutshell, this motorcycle can help you escape the city, no matter what destination or path you choose - just avoid the boring 16-lane, 120 kmph-limit expressways.
Even the handling of this bike took some time for me to figure out. In this universe of motorcycles, when everything is expanding, literally, including the fuel tanks, seats and riders' ego, the tyres beneath you and the body between my thighs felt disturbingly thin for me, and it again took me a session or two to just accept the fact that I was riding a rather thin bike. I had to go back to the riding posture I used to practice while riding behind Ghittorni farms in South Delhi, unsuccessfully trying to master the art of dirt biking on poorly modified 100cc bikes. But once you are settled, the KLX feels confident and planted in fast turns.
There are elements that make this a dual sport help and hurt in equal measure. The fuel tank keeps the weight in check and helps with agility, but it is small. The seat, though, is a different story. At this age, and with a couple of suppressed, repressed and oppressed discs, the seat size and cushioning are a big deal for me, which were in short supply here. I know that this evaluation isn't really relevant, as the KLX is supposed to prioritise function over form, but in real life, we tend to overestimate our appetite for adventures. This is a dilemma for a rider who is looking to overextend the use of the KLX in different scenarios. If you are sure that this is just an adventure tool for you, ignore this paragraph. However, a little higher top speed would have expanded its horizon.
A head-turner?Sure, it is. Everything on this bike forces you to take a second look. High fenders, the beak, high handlebars, a sharp-looking, narrow and higher-than-usual seat help this bike stand out from the crowd. The visual impact of the KLX 230 is much bigger than the size of the engine it comes with. It screams adventure.
Competition?
Not much, if we only focus on the India-made KLX. At an ex-showroom price of ?1.84 lakh, the KLX's primary contest is the Hero XPulse, starting at around ?1.40 lakh. The CKD version could compete with KTM's Enduro, which sits in the three-and-a-half-lakh price band. The India-made version is a different proposition altogether if you are looking for hardcore off-roading, as you must have read in our previous comparison.
Makes sense?Kawasaki has slowly and steadily grown in India, exhibiting an impressive grasp of the Indian market and showing agility as per customers' demands. The 2026 KLX 230 is another example of the same, moving from a niche indulgence to an enthusiast-friendly zone. There are a couple of compromises for hardcore riders, but it more or less manages to target the enthusiasts who will find this bike useful on not-hard-to-find bad roads, and who want to take the adventure route occasionally. This version seems to read Indian riders - and their wallets - better, but in a nutshell it is a tool, tilting heavily towards broken roads and trails.