The final big change for the KDX came in 1995. It was more
compact than the bike it replaced, returning somewhat to the
formula that made it a success.
In some other markets, Kawasaki had a street-legal version of
From the mid-’90s on, the ISDE was no longer a KDX
kind of race. That is, the race was decided on grass
tracks and in special tests that favored motocross bikes.
Jeff hadn’t really been involved in the development of the
KDX at the factory level, so he set out to remake the bike
on his own. He set up a business around motor mods and
suspension changes that helped keep the bike competitive far beyond its years. That, as much as anything else,
contributed to the long life of the 200. There are so many
KDXs still in use that they still form the core of Jeff’s business today.
THE USED MARKET
Oddly enough, good, used KDX200s are hard to find on
the used-bike market. They tend to stay within families,
passed from father to son or husband to wife. That’s the
true miracle of the KDX; its demographic is everyone.
The machine changed so little from 1995 and on that the
year is immaterial, only the condition. If you find one in
good shape for less than $1600, buy it. You can ride it for a
year and sell it again for the same price. If you do buy one,
be sure to call Jeff Fredette Racing and ask for his advice.
On Craigslist, the used-bike inventory of pre-1995 KDXs
is pretty miserable. You would think that there would be a
large number of them with low hours. But if those bikes are
out there, they are well hidden. A real gem would be an air-cooled bike from the ’80s.
And that’s the sad legacy of the KDX200. Despite being
around for so long, it was killed before its time. The 2006
KDX would no doubt continue to sell well today if the two-stroke trail bike hadn’t been outlawed. It’s a bike that has
never had an adequate replacement, and we miss it. ;
THE LIFE AND TIMES OF THE
In 1997, Kawasaki came out with the KDX220. It was the
same bike with a bigger bore and a smaller carb.