We traveled to Washougal Motocross Park in Washington for the launch of the all-new 2025 Kawasaki KX250. The 250 follows in the footsteps of the KX450 revamped last year. This generation of KXes is entirely new from the ground up, so there are a lot of new features to discuss here.
The 2025 Kawasaki KX250 motor is re-engineered for more low- to mid-rpm performance. Previously, the meat of the KX250’s power was in the higher end of the rev range. Now, the KX250 puts out more usable power down low. That means riders don’t need to ride aggressively to keep the revs high. With the added bottom-end torque, the new KX250 is snappier when exiting corners. Rather than the low-rpm power delivery being explosive, it is smooth and controllable through the strong midrange, with the new single-shaft counterbalancer getting due credit.
Fortunately, the 2025 Kawasaki KX250 holds the power through the top end of its rev range without falling on its face. Washougal’s iconic Horsepower Hill is a long, straight uphill section. I was able to keep the 2025 KX250 pinned in 3rd gear all the way to the top without pinging the rev limiter.
Kawasaki re-engineered this new motor with a downdraft intake design. It all starts with a new airbox. The new 2025 KX250 fuel injector is positioned at the top of the intake channel, creating a straight shot into the cylinder. The previous generation’s fuel injector was positioned at the bottom of the intake channel, requiring the fuel to shoot up and turn down to enter the cylinder. Additionally, the top end of the new motor has symmetrically aligned intake and exhaust ports to increase performance and efficiency.
The redesigned engine doesn’t just stop at increasing power output—it also helps enhance overall rider ergonomics. With the symmetrically aligned intake and exhaust ports, the exhaust header pipe now exits the front center of the cylinder rather than the side. This allows the entire exhaust system to move forward by 50mm. That is a large amount of mass moving forward to the center point of the bike. The resonator is also flattened and tucked in, eliminating any chance of the rider’s boot from snagging it. With more centralized mass and a compact exhaust design, this improves overall chassis stability and provides slimmer rider ergonomics.
The new Nissin hydraulic clutch offers a more direct feel and lighter lever action. This clutch has a more controllable feel, so I could gradually actuate the clutch as much or as little as needed. Early in the morning, the track was wet and the dirt was heavy, so I relied more on the clutch to keep the rpm. The clutch helped me out, as it felt connected rather than having an on/off feel.
I’m more of a cable clutch fan—I just like the connected feel I have with the motor. With cable clutches, the rider can mechanically feel the clutch engaging. Hydraulic clutches can be so smooth that there is feedback from the clutch pack. However, with the new clutch on 2025 Kawasaki KX250 has a coned-disc spring. The result is lighter clutch actuation and a wider engagement range. At the end of the day at Washougal, I was converted to a hydraulic clutch fan—at least this hydraulic clutch.
Gone are the days of the old coupler system for changing engine map settings. The 2025 Kawasaki KX250 has a map selection switch mounted to the left side of the handlebars. The ECU has two pre-programmed engine maps—Standard and Aggressive. Additionally, traction control has three settings—Strong, Weak, and Off—while launch control adds to the electronics suite.
In addition to the map selection switch, Kawasaki offers its Rideology smartphone app. Within the application, riders can customize engine maps, log maintenance activity, and monitor real-time engine data.
Admittedly, I am not really an engine map or traction control rider. I usually just like to keep the bike in its standard form and go riding. The track conditions at Washougal MX Park were absolutely prime, and time was limited. So, I spent more time riding than fine-tuning traction control and power settings. When we get the 2025 Kawasaki KX250 for a full test, the bells and whistles will get the attention they deserve.
Kawasaki switched from KYB to Showa suspension for the 2025 KX250. The fork is a new 48mm Showa with a Kashima Coat. The inner tubes are the same size as those the Monster Energy Pro Circuit Kawasaki factory racing team employs. This allows the use of large 25mm damping pistons to deliver smooth action.
To accommodate the new airbox, the Showa shock is 32mm shorter (down to 454mm) while maintaining the same stroke. The shock reservoir and clicker damping adjusters have been moved to the left side of the motorcycle, allowing more room for the exhaust.
The new Showa suspension is plush and connected to the ground. The Washougal circuit—the same track used in Pro Motocross Nationals wasn’t exactly rough, as we didn’t have a full gate of National-caliber riders pounding it all day. For the most part, the track was pretty smooth, though we did start to get some minor chop later in the day.
The Showa team set my sag at 105, which felt great to me all day long. The 2025 Kawasaki KX250 tracked really well through fast sections and handled the landings smoothly. The only time I felt the front end get a little deflective on me was when I was off the gas and on the brakes in my corner approaches. When braking bumps started to form, some front-end twitching appeared. To combat that, I added one click of compression damping to the forks, which solved the problem. On a bumpier track, I would increase compression damping even more.
Of course, to complement an all-new powerplant, the chassis is redesigned. Kawasaki’s goal for this new generation is to optimize rigidity balance for a more composed and precise handling characteristic. I could tell right away this 2025 Kawasaki KX250 turns better than any other KX I’ve ridden.
Kawasaki’s mission with this new chassis was to add front end feel for nimble turning while maintaining straight-line stability. Mission accomplished! When riding the 2025 KX250, wherever my eyes look, the bike naturally follows with ease. Kawasaki also saved weight, as the new frame is 8.8 ounces lighter than the previous KX250.
As for the brakes, unlike the mismatched set we see on the KX450, the 2025 Kawasaki KX250 has a matching Nissin caliper set. The brakes have a good feel and plenty of stopping power. The oversized semi-floating 270mm front brake disc contributes to a greater stopping force. The rear setup uses a 240mm disc, balancing stopping power and controllability nicely.
A sometimes overlooked feature of the KX platform is that it offers rider ergonomic adjustability—Kawasaki calls it Ergo-Fit. The adjustable footpeg brackets can be positioned 5mm lower. The upper triple clamp has two sets of handlebar mount slots and reversible handlebar mounts to provide four handlebar positions—standard position, 25mm forward, 15mm forward, and 10mm backward. Again, with limited time, I kept all settings in the standard position—it helps to have an average body type. However, riders can adjust the rider triangle as needed to suit their size, shape, and style.
I was excited to see the Dunlop Geomax MX34 tires, including a 110/90 rear tire instead of a skinny 100. The beefy 110 means added traction, and I’m all about traction. The MX34 tires are the latest and greatest from Dunlop, and the intermediate tire hooks up nicely.
There are two main things I look for in a motocross bike—comfort and usability. This new KX250 delivers comfort with its new slim, compact ergonomics. Mass is more centralized, and the exhaust pipe is tucked in so the ergonomics are flush. The centralized mass also optimizes overall handling and chassis balance. The new plastic is virtually seamless, allowing easy body transitions and good looks. From the center of the bike to the very front of the shrouds, there are no edges, corners, or hook points for your gear to snag. As for usability, the 2025 Kawasaki KX250 powerplant offers a strong yet smooth delivery from low to mid rpm while maintaining strong pull well into the high revs. I can’t wait to throw some roost on it at my local tracks.
Location photography by Octopi Media
RIDING STYLE
2025 Kawasaki KX250 Specs
ENGINE
- Type: Single-cylinder four-stroke
- Displacement: 249cc
- Bore x stroke: 78.0 x 52.2mm
- Valvetrain: DOHC; 4 valves
- Compression ratio: 14.0:1
- Starting: Electric
- Fueling: EFI w/ 44mm Keihin throttle body w/ dual injectors
- Transmission: 5-speed
- Clutch: Hydraulically actuated w/ coned-disc spring
- Final drive: Chain
CHASSIS
- Frame: Aluminum perimeter
- Handlebar: 4-position-adjustable Renthal Fatbar w/ ODI Grips
- Front suspension; travel: Compression- and rebound-damping adjustable Showa 48mm inverted fork; 12.0 inches
- Rear suspension; travel: Linkage-assisted fully adjustable Showa piggyback reservoir shock; 12.1 inches
- Tires: Dunlop Geomax MX34
- Front tire: 80/100 x 21
- Rear tire:
- Front brake: Semi-floating 270mm Braking petal disc w/ 2-piston Nissin caliper
- Rear brake: Single 240mm petal disc w/ single-piston Nissin caliper
DIMENSIONS and CAPACITIES
- Wheelbase: 58.5 inches
- Rake: 27.1 degrees
- Trail: 4.7 inches
- Seat height: 37.6 inches
- Ground clearance: 13.4 inches
- Fuel tank capacity: 1.64 gallons
- Wet weight: 241 pounds
- Color: Lime Green
2025 Kawasaki KX250 Price: $8999 MSRP
2025 Kawasaki KX250 Review Photo Gallery
