Kawasaki is expected to release their 450 four-stroke motocrosser for 2006, making them the last of the major manufacturers to jump on the big four-stroke bandwagon. Why did it take Kawasaki so long to release a four-stroke for the 250 class? It could be because their two-stroke 250 is a damn good bike!
Since our first ride on the 2005 KX250 last October, we’ve had the opportunity to spend quite a bit more time with the bike that James Stewart will ride in AMA competition this year. We rode the KX250 at all of our favorite tracks, and everything we learned basically backed up the impressions we got in our initial test.
The most impressive part about the KX250 is the motor. The low-end and midrange power is abundant yet smooth and controllable, and the KX fires out of corners with authority. The top-end is strong as well, but perhaps not the strongest in its class, and we learned that the KX worked better when short-shifted to keep it in the meat of its midrange powerband. If you are looking for a 250 with strong, useable power, look no further, as the KX definitely does not dissapoint in this area.
We also stuck with the jetting change we made in our initial test (dropping the needle one notch), and never felt the need to change the carb settings any further than this.
The gearbox on the KX worked well for our testing (we didn’t experience any shifting problems after our first test), and we found the ratios to be well matched to the bike’s powerband. However, since the KX motor makes so much low-end and midrange, we did consider going down a tooth on the back sprocket for faster tracks, which might let you hold each gear a little longer. Unfortunately, we never got a chance to try this change.
The KX250 received a new frame for 2005, as well as revised shock settings and completely new KYB forks which are similar to the highly successful twin-chamber Showa design. Recent Kawasaki motocrossers have been good handlers, and the ’05 KX250 is no exception. In fact, this is the best handling KX250 yet! The bike is stable in a straight line, yet it performs exceptionally in the corners, turning in precisely and holding its line well. The KX is particularly impressive in ruts and on berms, although on flat turns the front end sometimes wants to run a little wide mid-corner.
The new fork and revised shock perform well, coming close to the performance of the class-leading Showa components on Honda’s CRF450R. The KX was reasonably plush and did an acceptable job of soaking up small chop and braking/acceleration bumps, but was most impressive on larger hits where the action was smooth and progressive. This is the best suspension the KX250 has ever had, and one of the best ever fitted to a 250 two-stroke.
We also found the ergonomics on the KX to work for a wide variety of riders, including those in the 6’2″-6’4″ range who may feel cramped on some modern motocross bikes. The seat is well-shaped and the relationship between seat and pegs is comfortable.
The KX proved to be very reliable, with no mechanical issues despite the fact that our maintenance schedule was limited to oil changes and cleaning the air filter. The green plastics held up well despite a few tumbles, and the fit and finish of the bike was good. When we returned our test unit to Kawasaki after a couple months of riding, it looked nearly new, except for the worn paint on the frame spars above the pegs (which happens to every motocrosser we have ridden which features a painted frame).
With all these positives going for it, we weren’t surprised to see that the 2005 KX250 has won the 250cc class shootout in at least two major print mags. It doesn’t have any major flaws, while its motor and handling are at or near the top of the class. The U.S. MSRP for the 2005 Kawasaki KX250 is $5,999. See Kawasaki’s web site for more details and specifications.
