FEATURE – 2021 Kawasaki KX250
Words: Mike Ryan
Photos: Kawasaki Australia
Given that last year’s Australian Motocross Championship was shut down before it got underway and a 2021 series is no guarantee, why would you buy a motocross bike at the moment?
The simple answer to that question is that motocross in this country doesn’t start and end with a national series. Despite COVID, some elements of state- and club-level competition thrived last year, proving that motorsport can be held during a pandemic, albeit under safe, socially-distanced conditions and at a more modest level than what some of us are used to.
Let’s face it, when you’ve got the helmet, nylons and gloves on at your local MX track, motorcycling is arguably the ultimate form of social distancing!
And let’s not forget that, in the mad, mad year that was 2020, dirt bike sales went through the roof. A total of 44,967 off-road motorcycles left dealerships last year, further proving that COVID-19 was no barrier for those determined to ride.
So where does all this leave bikes like the new-for-2021 Kawasaki KX250? That’s a question that’s harder to answer, not least because of the on-again, off-again nature of COVID hotspots, border closures and related disruptions.
Additionally, as they do in the 450cc class, Kawasaki face some pretty stiff competition in the 250cc market and their KX250 has regularly been the third-best seller behind Honda's CRF250R and Yamaha’s YZ250F.
The new KX250 may be the model to break that cycle, though, because after years of mild annual changes, the KX250 has been given a major makeover for 2021 that should really resonate with competition riders.
Improved All Over
Most Peak Power Ever. Those four words alone should be enough to get 250cc riders’ attention, but they’re only the start of what Kawasaki have put together with the 2021 KX250. It’s not quite a completely new bike, but it’s not far off it, either.
That peak power is increased by a mere 1kW, which doesn’t sound like much, but in competition, that can mean the difference between a holeshot and mid-pack start, or victory and second place. Maximum power is not listed, but around 31kW is estimated.
Achieved through larger inlet and exhaust ports, the extra power allows an increase in the redline, too (by 350rpm to 14,500rpm), without compromising low- and mid-range performance, according to Kawasaki. In fact, Kawasaki says the low/mid-range is even more robust with the change.
On a more technical side, the 2021 KX250’s 249cc single-cylinder 4-stroke engine also features a revised combustion chamber design, flatter piston crown and 3mm longer con rod, while the cylinder itself is offset 3mm forward.
Revised exhaust cam timing, stronger valve springs, a lighter crankshaft web and revised pressure balance inside the crankcase are all on the “new” list, too.
Carryover features include three plug-and-play DFI couplers that adjust engine mapping to suit standard, hard and soft conditions, as well as the launch control modes that were developed in AMA SX/MX competition.
Electric starting is one of the other key additions for 2021. While it has its disadvantages, namely adding weight (2.3kg in this instance), electric starting can be a game changer, especially in the closing stages of a moto. The 2021 KX250 is Kawasaki ‘s first quarter-litre MXer to offer this feature, joining most other models of the same capacity.
Hydraulic clutch actuation is the third major technical update for the new KX250, ensuring more consistent clutch lever operation over the course of a moto compared to cable clutches, while coned disc springs contribute to a lighter and easier lever pull.
Updated Bones, Shocks and Brakes
Complementing the engine and clutch upgrades, the frame has been updated, too. While it’s still based heavily on the KX450, the cast parts in the lightweight alloy perimeter frame have been designed specifically for the KX250.
The engine’s now a stressed member of the frame, with rigidity further improved by optimising the steering head design, frame rail cross sections and swingarm brackets. The frame rails themselves are now wider and lower, while the swingarm is now taken directly from the KX450 and claims to offer increased rear wheel traction.
On the suspension, 48mm Kayaba forks offering 314mm travel are unchanged, but the clamps holding them are, with a new lower triple clamp.
The Uni Trak rear has been tweaked, too, with the lower mount point below the swingarm line to increase rear suspension stroke and allow more precise tuning. Linkage ratios are now the same as what’s on the KX450 to increase damping performance, while the KYB shock itself offers dual compression adjustability, so both high-speed and low-speed damping can be adjusted separately.
Finally, suspension tuning both front and rear has been undertaken to align with the frame changes. Kawasaki claim increased bump absorption and better traction is the result.
On the braking, the KX250’s 270mm front disc and caliper are unaltered, but the KX450’s master cylinder has been added for greater control and improved front brake feedback.
The updates to the front-end braking means the rear disc can be downsized from 250mm to 240mm without negatively impacting braking performance.
Improved Ergo
Simple changes can make a big difference in motocross, especially when it comes to rider comfort.
Kawasaki understands this, so there have been changes made all around the rider area on the 2021 KX250, starting with bodywork that’s been redesigned with long, smooth, one-piece radiator shrouds for easier fore and aft movement, while the shrouds themselves are positioned closer to the frame to narrow the bike’s cross-section.
A revised upper section on the fuel tank reduces the transition from seat to tank, while engine covers are smoother to reduce the likelihood of snagging when in motion.
Kawasaki have chosen Renthal’s Fatbar for the control centre, making what was a popular aftermarket part a standard factory feature. Thicker than the outgoing bar, the new Renthal unit reduces vibration, while its configuration places the ‘bar lower and closer to the rider.
To suit various riders’ height and reach, as well as personal preference, the handlebar is four-position adjustable (standard, 25mm forward, 15mm forward and 10mm back), with two-position adjustability on the footpegs (up 5mm, down 5mm), too. Neither of these are new, but they will be welcome amongst the MX fraternity.
Going Green
The new one-piece radiator shrouds have delivered a much cleaner look to the profile of the 2021 KX250. The green side plates that were introduced for 2020 play a part, too, as do the new, minimalist graphics.
For 2021, the rotating colour palette used for the oil cap and generator cover plugs has landed on gold, replacing the green and blue finishes from past years.
Features that have defined the KX250 for the past decade, like the black rims and lower fork shrouds, continue, as do the in-mould graphics on the shrouds that are designed to reduce damage.
Ready to Race
Following its Australian media launch at the Sydney Indoor MX Dome last November, the verdict on the 2021 KX250 is that it’s a much-improved package, with particular praise for the new suspension settings, electric starter and hydraulic clutch.
The new standard features mean that KX250 pricing has increased by $600, now starting at $11,299.
So, if you’ve got the will to get on the motocross track, Kawasaki have got the way with the new KX250.
See your Kawasaki dealer for more details.
2021 Kawasaki KX250 – specifications
ENGINE
TYPE: DOHC, 4-valve, 4-stroke single
DISPLACEMENT: 249cc
BORE x STROKE: 78.0 x 52.2mm
COMPRESSION RATIO: 14.1:1
ENGINE START: Electric
IGNITION: Digital
INDUCTION: EFi, 44mm x 1
COOLING: Liquid
MAX POWER: N/A
MAX TORQUE: N/A
TRANSMISSION
CLUTCH: Wet, multi-disc
GEARBOX: 5-speed
FINAL DRIVE: Chain
CHASSIS
FRAME: Perimeter, aluminium
FRONT SUSPENSION: 48mm inverted Kayaba fork w/adjustable compression and rebound, 314mm travel.
REAR SUSPENSION: Uni Trak monoshock w/dual-range adjustable compression, adjustable rebound and preload, 316mm travel.
FR WHEEL: 21-inch
RR WHEEL: 19-inch
FR TYRE: 80/100-21 51M
RR TYRE: 100/90-19 57M
FR BRAKE: Single 270mm semi-floating petal disc with two-piston caliper
RR BRAKE: Single 240mm petal disc with a single-piston caliper
DIMENSIONS
LxWxH: 2180 x 820 x 1265mm
WHEELBASE: 1485mm
RAKE: 28.0 degrees
TRAIL: 118mm
GROUND CLEARANCE: 335mm
SEAT HEIGHT: 950mm
WEIGHT: 102.9kg (dry)
FUEL CAPACITY: 6.2lt
COLOURS
Lime Green
PRICE: $11,299
WARRANTY: N/A