Kawasaki KX250 2023 Review

They say competition improves the breed in motocross, and there is arguably no fiercer proving ground than the 250cc four-stroke category.

With fresh machines from KTM and Husqvarna for 2023, plus continual updates to the evergreen Yamaha YZ250F and Honda CRF250R, no manufacturer can rest on its laurels.

Cue the new 2023 Kawasaki KX250.

Even with more AMA Motocross and Supercross championships combined than any other manufacturer in its class, Kawasaki is perennially seeking improvements to its 250 four-stroke.

Changes for 2023 focus on making the KX250 racier and more focussed than before. Question is, can Japanese manufacturer achieve its objective without diluting the KX’s inherent character traits of stability and forgiveness?

Let’s find out.

What are the major changes to the 2023 Kawasaki KX250?

Changes to the Kawasaki KX250 are mostly evolutionary in nature, which is no great surprise given this current engine first arrived in 2020, while the rest of the bike was given another big tickle in 2021.

This time round, engineers focussed most of their time on getting more mid-range from the engine.

Headlining the updates are a 1.5mm narrower angle for the intake valves and increased clearance at the valve seats, plus a revised piston crown – the combined result being purportedly increased cylinder firing efficiency and improved combustion.

Elsewhere, the KX250 features a repositioned injector and new downdraft-style intake duct, plus a 100mm longer header pipe and changes to the ignition timing – again, designed to deliver improved efficiency, more low-mid range torque and performance.

Kawasaki has matched the engine changes with a longer first gear plus a smoother transition from second gear to third gear, heavier inertia from the magneto rotor and new material for the clutch pushrod for a lighter clutch operation.

There are no chassis or geometry changes as part of this year’s update, however the 250 does get lighter, repositioned, 5mm-wider footpegs and now uses aluminium fork cover bolts and an aluminium rear linkage collar with hollow bolts in order to save weight.

The suspension also undergoes minor change, with firmer compression damping on the fork and shock, as well as revised fork oil height for optimised spring characteristic.

Finally, the KX250 swaps out from Pirelli Scorpion MX32 tyres to the proven Dunlop MX33 rubber, with a wider 110/90-19 section rear tyre for greater traction (previously 100/90-19).

The updates are finished off with an ever-so-slight change to shroud graphics, from gold to white.

The 2023 Kawasaki KX250 is priced at $12,512 ride-away including dealer delivery/assembly fee.

How easy is the KX250 to get comfortable on?

We’re glad you asked. It’s very easy to set up.

Generally speaking, the KX250 features a flat seat, narrow mid-section and is fit standard with Renthal Fatbars. The cockpit feels well thought-out and suitable for riders who like to stand up a lot, or those who prefer bums on seats, with a frame that feels narrow at the top but gently tapers out at the ankles.

A closer inspection reveals some tell-tale shortcuts in construction: cheap, hard grips and occasionally flimsy plastics when compared with its competitive set, like the lower fork guards and chain roller. And whereas KTM offers tool-less access to the air box, the Kawasaki requires two different sized hex bolts for entry, an 8mm and a 10mm – which we find plain odd.

Another perennial complaint here is the mapping (Soft, Standard and Hard), particularly its lack of adjustability. Whereas most manufacturers now offer switchable engine maps via a button on the handlebars, the Kawasaki requires you to physically swap out ‘plugs’ or couplers tucked up behind the front number plate.

Although most riders will stick to a single map for the duration of their ride, it means the Kawi cannot match the convenience of rivals and also misses out on traction control. It does get a launch control mode, however.

That said, the wider footpegs offer decent purchase and the rider triangle feels amenable to all different shapes and sizes.

Another boon for riders is the adjustability. The KX250 offers four different heights for the handlebars and two different settings for the footpegs – all easily adjustable with a socket set.

The KX250 once again employs the KX450 aluminium perimeter frame and swingarm for 2023, but is said to be distinguished by different shock tower mount and engine hangars.

The 250 differs from its larger sibling with KYB 48mm inverted coil-sprung forks (the 450 uses Showa forks) and KYB Uni Trak rear suspension. The fork has the usual adjustments for compression and rebound damping, while the shock offers adjustable high/low-speed compression damping, adjustable rebound damping and adjustable pre-load.

Braking comprises a 270mm front rotor, with a front master cylinder borrowed from the KX450, combined with a 250mm rear rotor.

How does the KX250 perform on circuit?

Our first sampling of the 2023 Kawasaki KX250 takes place at the Wollongong Motorcycle Club, otherwise known as Mt Kembla. It’s a wonderful circuit that follows the natural contours of the land, with varying corners, surfaces and jumps to test the KX250’s dynamic wares.

In honesty, it takes roughly two corners to properly appreciate the KX’s core attribute: this is a motocross machine with an innate ability to cultivate rider confidence.

Without so much as a clicker change or rider sag adjustment, the Kawi feels immediately comfortable, offering stable and surefooted dynamics, front-to-rear balance and loads of rider feedback across the Kembla layout.

It’s also a bike that gets the basics right, with a light hydraulic clutch take-up and powerful brakes that feel a step in the direction of European benchmarks, namely KTM.

We set the handlebars back one notch from centre, drop the levers accordingly and run 12PSI in the tyres. The bike is supplied with only the regular green ‘Standard’ ECU map, so that’s the mode we ride in all day, and the supplied ‘bar/footpeg positioning creates an ideal ‘rider triangle’ for my 176cm frame.

Needless to say, we run the KX250’s stock 13/50 gearing and leave the forks in their stock position (5mm above the triple clamps).

On Kembla’s first turn, an off-camber right hander, the Kawi confidently banks over to the edge of its tyres, nimbly rotating and squaring off an undulating rut before transitioning neatly onto a beaten single jump face ahead.

Clearly, the wider section rear tyre hasn’t affected the Kawi’s turn-in response, while its revised suspension settings telegraph more of what’s happening underneath you.

The bike feels neutral through the air, with a welcome lightness and ease of use compared to the weighty dynamics and inertia of 450cc machines. That’s despite a 450-esque kerb mass of 108kg.

Even with Mt Kembla’s first pointscore event taking place a couple of days prior, the Kawi plummets down onto the rutted and beaten surface with stability and predictability, the suspension offering softness and forgiveness at the beginning of the stroke but resisting any tendency to blow out on larger hits, instead affording progressive and linear movements.

The suspension indeed holds up nicely in choppy stuff, a minor downside being the front end won’t compress under braking as much as some riders may like, thereby occasionally feeling ‘high’ through corners.

At the next obstacle, an uphill right-hander, you almost feel each individual knob on the front Dunlop MX33 churning their way through the mud, such is the grip, feedback and tactility on offer. Each to their own, but we’ve found the MX33 is the tyre to have on Kembla’s undulating surface, offering great purchase under braking and acceleration alike.

Even upon arriving a little hot into the turn, with the rear wheel threatening to outpace the front, the 250 telegraphs what’s happening underneath you so clearly and succinctly that you can begin exploring rotation approaching the apex, making for faster transitions. The flat seat and narrow, open cockpit make weighting the front wheel a cinch, and conversely, transferring weight onto the rear wheel seamless.

Those are our thoughts two turns in!

The secret sauce here is the KYB suspension; the firmer characteristics of the fork and shock compared with the Showa suspension fitted to the larger KX450, together with the inherent stability of the borrowed 450 frame, conspire to create a real happy marriage between agility and surefootedness. At least on an undulating Australian circuit.

Whereas the KX450 occasionally feels lazy and difficult to negotiate changes in direction, the KX250 offers an added edge in agility and eagerness.

Your correspondent, an intermediate rider, plus a beginner rider and two A-grade riders all return to the pits with beaming smiles – happy with the rewarding and confidence-building demeanour of the Kawi 250.

Each is satisfied with the front-end nimbleness of the KX250, and the ease in which it can be muscled around and navigated into tighter spaces (the minor exception being the longer new header pipe, which does tend to protrude a noticeable 10-15mm from the clutch cover for 2023).

The other big talking point here is the engine.

For all the marketing spiel, the 249cc mill picks up relatively cleanly off the bottom, seguing confidently into its meaty mid-range. The engine is free-revving and accessible, but happily won’t trail off as quickly as some 250Fs (the CRF250R immediately springs to mind).

The mid-range cadence of the Kawi means you typically have enough punch to cover obstacles immediately in front of you, but will rev quickly and keenly enough that you can ride a gear taller than you might expect.

There are no clear ‘holes’ in the power curve, though we suspect Kawasaki R&D has pinched a small amount of grunt from the bottom in order to deliver more mid-range pep through to the circa 14,500rpm ceiling.

We reckon it’s probably the best balance of power in the class for a weekend warrior. Faster riders are likely to prefer the rev-happy nature of the excellent Husqvarna FC250 four-stroke - but we’ll reserve full judgement for a proper comparison test between the two.

The engine’s broad power means we are able to navigate Kembla’s circa 2min layout in third and fourth gear only, with ample grunt to cover its obstacles easily and effectively.

Riding a gear higher tends to suit the surefooted nature of the KX250 chassis, meaning you can conserve energy and log more laps feeling fresh.

The bike emerges from our test with its share of wear and tear, a typical trait of recent Kawis. The radiator shrouds and airbox plastics are noticeably scuffed, the fork plastics have taken a beating and the new-ish chain takes little time at all to stretch – especially in the presence of its competitive set.

Looking at this bike through the big picture lense, however, this is an excellent machine, and one that encourages more speed and confidence… and as a result, more enjoyment!

What’s the verdict on the 2023 Kawasaki KX250?

In earnest, we reckon the Kawasaki KX250 is arguably one of the most competent motocross machines out of the box.

It’s fun, relatively affordable and delivers rewarding and confidence-building dynamics that will suit a wide range of sizes and abilities.

The continued downfalls of the KX250 are small in practice when you consider all of the benefits and inherent ease of use.

It’s certainly a refreshing change from the inertia-driven, weighty dynamics of larger motocross machines. Namely a 450.

Do yourself a favour and at least test ride the Kawi before you pony up cash for your next bike. You’ll be pleasantly surprised.

ENGINE
Type: Four-stroke, single-cylinder
Capacity: 249cc
Bore x stroke: 78/52.2mm
Fuel supply: EFI, 44mm throttle body

TRANSMISSION
Type: Five-speed
Final drive: Chain
Clutch: Wet, multidisc, hydraulic

CHASSIS AND RUNNING GEAR
Frame: Perimeter aluminium
Front suspension: 48mm KYB inverted telescopic fork, 314mm travel
Rear suspension: Uni Trak single shock with linkage, 316mm travel
Front brake: 270mm disc
Rear brake: 250mm disc
Tyres: Dunlop Geomax MX33, Front 80/100-21, Rear 110/90-19

DIMENSIONS AND CAPACITIES
Claimed kerb weight: 108kg fully fuelled
Seat height: 960mm
Ground clearance: 345mm
Fuel capacity: 6.2 litres

OTHER STUFF
Ride-away price: $12,512
Colour: Green, black