Kawasaki GPX 250R

The GPX250R first made its way Down Under in 1988, priced at $4699, and was immediately acclaimed as a good looking, fun, alternative to some of the bland Japanese four-stroke 250s on offer at the time.

It utilised the DOHC, eight-valve, liquid-cooled four stroke vertical twin powerplant that had featured in the GPz250R of 1986.

And what an engine! A major feature was the donk's ability to rev and rev and rev. In fact, redline was at a stratospheric 14,000rpm and there is anecdotal evidence to suggest 15,500rpm has been seen by some over-enthusiastic pilots!. All this made for fun aplenty.

Kawasaki had embarked on a clever corporate identity program for its range of road-going hardware at the time. The bike bore more than a passing resemblance to its GPz500S and GPX750R brethren. Good news for 250-limited riders who didn't want to advertise.

Toss in the fact that, by the time the learner was ready to step up to a larger machine, he/she had established a relationship with the lime green brand and the arrangement appears markedly canny.

Needless to say, the Aussie market embraced the bike whole-heartedly. In fact, it is still available new today at $7490 and has remained pretty much unchanged in its 14-year existence.

STRANGE BUT TRUE
Part of the reason for the bike's lessening popularity in later years has to be shouldered by Kawasaki itself. In 1990 it released the better-appointed ZZ-R250. For an extra $401 the buyer got the same basic engine in an aluminium frame, better suspension and 17-inch wheels. Oh, and the whole shebang looked a darn sight more modern.

Voila, instant sales success - but how many of those buyers might have purchased the GPX is something we'll never know.

Claiming the fairly respectable numbers of 38PS at 12,000rpm and 2.4kg-m of torque at 10,000rpm, the GPX just loves to rev. Keep winding the throttle as the tacho climbs past 9000rpm and the high-pitched crescendo starts to build. Push it to the redline and it's easy to think you've taken a wrong turn into the airport - it's a screamer.

And when you wring its neck is when the bike begins to show its true colours. There's little of the usual breathlessness at the top-end that can come with 250-mounted scratching. It feels like you're breaking the rules at around 14,000rpm, but the GPX seems to thrive on this sort of treatment.

At the same time the gear-driven balancers inside the engine keep the whole plot fairly smooth.

Aided by water-cooling and a super-quiet exhaust system, this is one bike that won't have the neighbours sending out smoke signals to Plod.

START ME UP
So how does all this high-revving business manifest itself once under way? Pretty damn well is the short answer.

Tooling around at 3000-6000rpm will keep you ahead of traffic, so it's not necessary to have the bike screaming continuously. On the highway, it's possible to cruise at well over the legal limit.

At 138kg, the bike is a lightweight and extremely nimble. Featuring a 1400mm wheelbase, rake and trail of 27 degrees/83mm, and 16-inch wheels, you could be forgiven for expecting the GPX to be a little flighty. Fact is, it's no worse than some of its more pedestrian competition.

There's no adjustment on either the Uni-Trak rear end or the forks, but you won't mind. It all works well enough, but no adjustment means a question mark hangs over two-up riding and heavier riders.

It's only when the going gets extra quick that the GPX's suspension gets found out a little. Bottoming out can be a slight problem under heavy braking. Just remember what this bike is designed to do, though - it's not an RGV250.

The single front disc stops it well, with the twin-piston caliper offering plenty of feel. Its rear disc lacks some feel but performs the task adequately.

Riding position is surprisingly comfortable, considering the bike's sporty look. On the downside, the GPX's seat is just plain hard - it really is one that promotes that most dreaded of motorcycling perils, Numbus-Bumus. A sheepskin would be a priority for those with longer distances on their minds.

That small fairing does a good job of keeping wind off the chest, but don't expect much wet weather protection. This fairing is designed to get the bike through the air efficiently.

Clutch action is light, and the take-up smooth, making gear changes easy and the throttle is nice and light. Finish is up to the usual Kawasaki standard.

The bike has good mirrors and a sturdy grabrail, although the pillion position is quite high and there's every chance that a passenger will need plenty of breaks during a trip. Luggage toting is dealt with via flip-out ocky-strap hooks for the touring fraternity.

Fuel economy is fairly good, with around 21km/lt the norm (unless you're attempting cross-country speed records) and the tank capacity is 18 litres. This adds up to a possible touring range of around 380km.

Servicing shouldn't present any problems for the home mechanic, with a maintenance-free ignition system and automatically-adjusted camchain. Those that prefer to let the experts look after the spannering will enjoy the bike's well-known reliability and relatively cheap maintenance schedule. Look after the GPX and it will almost certainly look after you.

THE VERDICT
The GPX has been a mainstay for Kawasaki for many years now and has a well-deserved reputation for reliability. It is something Kawasaki has been good at for a helluva long time now - building bulletproof bikes that last.

For someone starting out, the GPX really represents a good choice. It still looks okay, offers fairly good performance, and won't break the bank.

It's a lot of fun in sporting mode, while still a very capable putter around town. The learner gets a safe, easy to ride, bike that he/she shouldn't get bored with quickly. And for the experienced rider there is a modicum of fun on offer here, although, well, the boundaries are different for you aren't they.

Repairers report that the bike has a good record if treated properly. Camchains will need replacing every 20-30,000km but this is an easy and inexpensive fix. Inlet valves can be a little soft, but this is not overly dramatic either.

As always, the major thing to look for when on the 250 hunt is accident damage. Take note of new fairings, mirrors, handlebar end-weights and general scrape marks.

All round the GPX250R is pretty good value. You'll part with $2300 for a 1988 example (and it will be one tired beast) through to $6700 for a 2001 model. Oh, and you can always buy a newie. If you do, be sure to crunch a deal. It's the sort of thing that will be sold to keep 'em moving and that adds up to a saving for the smart buyer.