Test 2020 Kawasaki KX250: promise fulfilled?
In Kawasaki's KX line-up, the new KX250 is without a doubt the big star. The 2020 models have been in the showroom of the official Kawa dealers since the end of this summer. High time to test the most powerful 250 four-stroke ever from the Japanese brand!
One year after a thoroughly revised KX450, Kawasaki engineers tackled the “little brother”, the KX250. The target? Making the quarter liter Kawa even more competitive for the 2020 season. Although it must be said that the 'old model' also still made its mark. Just think of the 250 outdoor title of Adam Cianciarulo, the F&H Racing EMX250 title with Roan van de Moosdijk and the WMX world title of Courtney Duncan.
Just like the 450 last year, the 250 underwent a name change. It is no longer a KXF but a KX, so Kawasaki is joining the strong two-stroke models with which it once had its heyday. In any case, the Kobe manufacturer has done everything it can to compete for podiums and victories with the KX250 next year. Frame, suspension, engine, everything was revised to develop a reliable and, above all, performance-oriented dirt bike.
“The engine continues to pull, even when you have reached the limiter. Impressive!"
The most noticeable change is clearly in the engine. A new airbox, electronic injection system and, above all, an ingenious cylinder head. Kawasaki took inspiration from the cylinder head of the Ninja ZX-10RR Superbike, which excels at high speeds. At those high revs, Kawasaki announces no less than 3 extra horsepower!
On paper that sounds very tempting. Especially when it comes to a 250 engine with which you often reach high revs. Little Kawa also fulfills his promise in practice. The range of the new KX250 engine is simply astonishing. The engine continues to pull even when you have reached the limiter. Impressive! This explosive character has its price. At lower speeds there is somewhat less power. All in all, that is a very reasonable price for an engine that still performs very homogeneously at every possible speed. This makes the 2020 KX250 a bike that is very accessible and fun to ride, regardless of the level of the pilot. Also fun: the traction control mode. Kawa is a forerunner on the KX450F, but here too the system works well to avoid wheelspin at the start.
In terms of suspension, the greens remain loyal to Kayaba, both front and rear. At the front, the KX250 uses the latest Kayaba fork with a diameter of 48mm. According to Kawasaki, this should result in more comfort and suspension that is adapted to the new character of the motorcycle itself. Sounds promising, doesn't it? Our first impressions confirm these statements. Indeed, the suspension feels comfortable and the seating position is familiar to those who already drive or rode Kawa. This makes you quickly feel at home on the new KX250.
The suspension operation is progressive and efficient in all conditions. Despite a stiffer chassis, the KX is no more tiring to drive and is considerably more agile compared to the previous model. In terms of the bicycle part, the basis is excellent!
Of course, the Kawasaki KX250 sets new standards for 2020. We are very enthusiastic about this newcomer, both in terms of the chassis, which responds comfortably and predictably, and in terms of the engine. It's a shame that this line has not (yet) been extended to the equipment level. The new KX250 also has to make do without an electric starter and makes do with a good old cable clutch. How much this weighs is different for everyone. Moreover, everyone has his or her preference about which connection feels best.
Price Netherlands: €8.749 (including VAT and BPM)
Price Netherlands: €8.549 (including VAT, excluding roadworthy costs)
Technical data 2020 Kawasaki KX250
Engine type: Liquid-cooled, 4-stroke Single
Cylinder capacity: 249 cc
Bore x Stroke: 78.0 x 52.2 mm
Compression Ratio: 14.2:1
Valve system: DOHC, 4 valves
Fuel system: 44mm x 1 (Keihin) with dual injection
Ignition: Digital DC CDI
Start system: Primary Kick
Lubrication: Forced lubrication, semi-dry sump
Transmission: 5 speed, return
Final drive: Chain
Primary gear ratio: 3.350 (67/20)
Gear ratio 1st: 2.142 (30/14)
Gear ratio 2st: 1.750 (28/16)
Gear ratio 3st: 1.444 (26/18)
Gear ratio 4st: 1.235 (21/17)
Gear ratio 5st: 1.045 (23/22)
Final Drive Ratio: 3.846 (50/13)
Link: Wet multi-disc, manual
Brake for: Single semi-floating 270mm petal disc. Caliper: Dual piston
Brakes, rear: Single 250mm petal disc. Caliper: Single piston
Suspension, front: 48 mm inverted telescopic fork with adjustable compression and rebound damping
Suspension, rear: New Uni Trak with adjustable dual-range (high/lowspeed) compression damping, adjustable rebound damping and adjustable preload
frame type: Perimeter, aluminum
Track: 130 mm
Front suspension travel: 314 mm
Rear suspension travel: 310 mm
Tire, for: 80/100-21 51M
Tire, rear: 100/90-19 57M
Steering angle left: / right 42° / 42°
L x W x H: 2,172 x 820 x 1,269 mm
Wheelbase: 1,480 mm
Ground clearance: 333 mm
Seat height: 948 mm
Fuel capacity: 6.4 liter
Curb weight: 105.2 kg
More information and the list of Kawasaki dealers here.
Tekst: Florent Lambillon
Photos: Kawasaki
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