2022 Kawasaki KX250 Review

The Kawasaki KX250 was fully revamped last year with a new electric-start engine, revised suspension settings, and a chassis similar to that of the current-generation (2019–2022) KX450. Team Green’s 250cc four-stroke motocross bike returned this year with no updates, at least according to manufacturer press materials. When asked, Kawasaki staff did mention that a few small parts had been updated for durability.

It’s not surprising that the KX250 didn’t receive mechanical updates after such an extensive overhaul last year. That’s not a negative thing though; the bike has a lot going for it in stock trim. We logged 6.2 hours of testing on the bike prior to the 2022 250F Motocross Shootout to break it in and gather additional testing feedback.

Related: 2022 Kawasaki KX450 Review

The KX250 has a high-revving engine, with a rev limiter set at 14,500 rpm, made possible by its DOHC cylinder head and finger follower valve train. In addition to being free and lively, it’s the leader of the Japanese 250cc four-stroke motocrossers on the Dirt Rider dyno with 39.5 hp and 18.5 pound-feet of torque. It runs a 14.1:1 compression ratio with a low-friction plain bearing connecting rod.

The clutch uses a cone-disc spring system, with friction plates featuring three different materials, and the Nissin hydraulic clutch system is shared with the KX450. There was a small update in how the clutch is lubricated for 2022; more oil is now allowed onto the clutch to help with cooling and prevent clutch plate failure.

The engine breathes through a 44mm Keihin throttle body and features a secondary fuel injector in the airboot for more top-end power. Three EFI connectors are included with the bike to allow you to easily access its three preprogrammed maps. The connectors are color coded: Green is standard, white is aggressive, and black is mellow.

The ECU can be reprogrammed with custom maps via the KX FI Calibration Kit, an additional tool that is available for purchase through your local Kawasaki dealer. The item is a stand-alone programmer that works effectively but is not cheap at $699.95.

The KX250 engine runs very well. It’s certainly one of the most fun-feeling powerplants in the class. For comparison, the KTM 250 SX-F boasts more top-end power; the Yamaha YZ250F has more midrange torque. For the 2022 250F motocrossers, the KX250 and Honda CRF250R have an almost identical engine character.

For the third consecutive year, the KX250 comes equipped with KYB suspension. The 48mm coil-spring fork has internals very similar to the YZ250F. Spring rates are 4.9 Nm in the fork and 54 Nm for the shock, middle-of-the-road in terms of rates.

There aren’t a lot of special features to talk about, other than the fact this KYB fork comes standard on Yamaha’s full-size dirt bikes and has been regarded as class-leading for several years. The shock is also very straightforward, with a 50mm body and 16mm shaft. It offers low- and high-speed compression tunability as well as adjustable rebound damping.

The stock fork settings are slightly on the firm side, a little more suited for a faster intermediate or more skilled rider, but can be adjusted to work well for a lighter or less advanced rider. The shock can feel a little soft at times, but there’s enough room within the available adjusters to get it closer to a balanced front to rear feeling in stock trim. A heavier rider may prefer a stiffer shock spring.

Sharing the same chassis as the KX450 is one of the main reasons the KX250 is one of the most, if not the most, comfortable motorcycles in the 250F motocross segment. The green machine is narrow between the knees, has a nice flat seat, and is the only bike in its class to have adjustable footpegs; these can be lowered 5mm from the standard position. There are four different positions for the adjustable handlebar mounts, with a total distance of 35mm forward or rearward. Kawasaki uses the term “Ergo-Fit” to describe this handlebar and footpeg adjustability.

The brakes are almost the same as the KX450′s, with an identical 270mm front rotor and Kawasaki’s ultrathin front brake lever. The rear differs slightly with a smaller 240mm rotor compared to the flagship model’s 250mm disc. The 240mm is a welcome change as the larger rotor on the KX450 can be a little too touchy and easy to lock up the rear wheel.

A narrow chassis and flat seat make the KX250 a comfortable place to sit. The bike handles well, more in line with the CRF250R and Suzuki RM-Z250 in its light, agile feel; cornering capabilities are good and sharp, though the Kawasaki may lose a point in the stability department compared to the Austrian bikes.

There’s not really much to change on the KX250. The engine is fun and lively with great throttle response. It doesn’t have the peak horsepower of the 250 SX-F, but it certainly revs out just as far and has much better response in the lower rpm range. It’s “second gear in the corners and third gear down straights” type of power, almost two-stroke-esque but without the abrupt wheel-spinning hit. The power seems very similar to the 2022 CRF250R’s.

Despite being the heaviest motorcycle in the class, at 238 pounds wet on the Dirt Rider automotive scales, the KX250 feels lighter than expected on the track. This could be because of the free-revving engine characteristics and slightly firmer-feeling suspension.

The ergonomics of the KX chassis are excellent; the ratio of seat height to handlebar and footpegs is very good. The chassis is very narrow between the knees with minimal flare out at the radiator shrouds. Cornering is not quite at the level of a Honda, but much sharper than a KTM. It does give up a little on stability to a Yamaha and the Austrian bikes as well.

Overall, the KX250 is very similar to the KX450 in that it does everything above average and does not have any noticeable flaws. That combination equals a high score. If I were in the market for a new 250F motocross bike, the KX250 would certainly make my short list.

Helmet: Arai VX-Pro4

Goggle: Viral Brand Works Series

Jersey: Fly Racing Lite

Gloves: Fly Racing Lite

Pants: Fly Racing Lite

Boots: Sidi Crossfire 3 SRS

Number Plate Backgrounds: DeCal Works preprinted