When you ride the new KX™250 motocross motorcycle, you ride in the company of legends. The new more powerful engine helps you take the lead and stay in front with quicker lap times as you power towards the finish line. New stronger brakes add superior stopping power, consistency and control. A new coil spring fork offers improved action at the initial part of the stroke. Introducing the new KX250—Be next.Take it for a ride today
Kawasaki's KX™250F was the first mass-production motocrosser to feature Dual Injectors. One injector is located downstream of the throttle valve (where injectors are located on standard FI systems) and a second is locate
ERGO-FIT is an interface system that allows a wide range of riders to feel at one with their machine.
KLCM (Kawasaki Launch Control Mode) optimizes acceleration from a stop by electronically managing engine output to minimize wheelspin.
4-stroke single, DOHC, liquid-cooled
78.0 x 52.2mm
DFI® with 44mm Keihin throttle body and dual injectors
5-speed, return shift, with wet multi-disc manual clutch
48mm inverted telescopic coil spring fork with 23-way compression damping and 20-way rebound damping/12.4 in
Uni-Trak® gas charged shock with piggyback reservoir with dual range (2 1/16 turns stepless high speed /21-way low speed) and 38-way rebound damping and adjustable spring preload/12.2 in
221.1 lb without fuel / 231.4 lb**
Single semi-floating 270mm Braking® petal disc with dual-piston caliper
Single 250mm Braking® petal disc with single-piston caliper
**Curb weight includes all necessary materials and fluids to operate correctly, full tank of fuel (more than 90 percent capacity) and tool kit (if supplied).
Specifications subject to change
KAWASAKI CARES: Always wear a helmet, eye protection, and proper apparel. Never ride under the influence of drugs or alcohol. Read Owner’s Manual and all on-product warnings. Professional rider shown on a closed course. ©2020 Kawasaki Motors Corp., U.S.A.
Kawasaki's KX™250F was the first mass-production motocross bike to feature Dual Injectors. One injector is located downstream of the throttle valve (where injectors are located on standard FI systems) and a second is located upstream of the throttle valve, close to the airbox. The two injectors split their roles: operating at different rpm ranges, they ensure both smooth, instant response at low rpm and high peak power as the revs climb.
For cases that call for low-rpm operation, like immediate acceleration off the start and precise control coming out of corners, primary operation falls to the downstream injector. Because it is positioned close to the combustion chamber, sprayed fuel can be supplied to the engine quickly, resulting in sharp response. Conversely, when high power is the priority, primary operation switches to the upstream injector, which focuses on high-rpm applications. Its location farther away from the combustion chamber means that the fuel has a longer travel time. This allows more time for the fuel particles and air to mix, as well as allowing the mixture to cool and condense. This means that when more power is needed, the cylinder can be filled with a greater quantity of a high-quality mixture.
Proper fit is key for rider comfort and control. However, the ideal fit varies from rider to rider, depending on their physical dimensions and riding style.
ERGO-FIT is an interface system designed to allow riders to find their ideal riding position. Various points of the chassis interface (the handlebar, footpegs and seat, etc) can be adjusted through a combination of interchangeable parts and parts with adjustable positions. This enables a wide range of riders to find a riding position that offers both comfort and control. Feeling at one with their machine, they will be able to experience how Kawasaki machines are fun and rewarding to ride.
*Adjustable parts and their range of adjustability vary by model.
Designed to assist riders by optimizing acceleration from a stop, KLCM electronically manages engine output to minimize wheelspin when moving off.
With the clutch lever pulled in and the system activated, engine speed is limited to a determined speed while the rider holds the throttle open. Once the rider releases the clutch lever to engage the clutch, engine speed is allowed to increase, but power is regulated to minimize wheelspin and help keep the front wheel on the ground. The system disengages automatically once a predetermined speed has been reached, or when the rider shifts into 3rd gear. Depending on the model, riders can choose from multiple modes, each offering a progressively greater level of intrusion.