Photos by Adam Booth
After an amazing couple of days shredding up the Millville, Minnesota motocross track aboard the new 2013 Kawasaki KX250F, we are more than anxious to get this Kawasaki home and put it through the paces at all of our favorite tracks. We are sad to leave Millville—the track is an amazing piece of motocross history and some of the best motoing in the U.S.—but our test crew got plenty of time on Dirt Rider’s newest test bike. The changes to the 2013 KX250F are aimed at boosting power, improving handling and, of course, spicing up the aesthetics.
The plastic is all-new, including the front number plate and front fender. The two-piece radiator shrouds are gone and back are one piece. All the plastic, minus the shrouds, is the same as KX450F. The side covers were made as small as possible and form a smoother line with the redesigned airbox for freer rider movement.
The power is instant and just rolling through the pits and even thinking of twisting the throttle tube has the Kawasaki KX250F jumping forward. The sound out of the now 30mm shorter muffler is deeper thanks to a 7mm wider outlet. The stainless header also now uses an acoustic resonator to reduce sound output and boost low-end power. Helping to up the power slightly from last year is a new intake duct shape and cylinder head that allows the incoming air and fuel a straighter shot into the combustion camber. The intake cam timing has been retarded by four degrees to improve the KX-F’s already high revving power output. The 2013 Kawasaki KX250F now features the DFI map selector couplers just like the KX450F, making changing the power characteristics a ten second change. I played with the aggressive and stock clip, finding I liked the aggressive clip because it boosted low to mid hit while test rider extraordinaire Kris Keefer liked the stock clip because he felt it let the bike pull harder at the highest rpms, where he likes to ride. The compression is now 13:8:1, up from 13:5:1 thanks to a very slightly shorter cylinder.
The updated KX250F frame is 4mm narrower across the main spars.
Revisions to the frame include new gusseting at the steering tube; overall, the frame is 4mm narrower across the main spars. The left rear engine hanger bracket is now curved, which Kawasaki says slightly reduces rigidity, helping rear wheel traction.
New grips. They are 20mm wider and are made from a softer compound. They still aren’t great but thankfully the right grip is no longer welded to the throttle tube.
The next step for our 2013 Kawasaki KX250F is a quick prep and a multi-day road trip in the back of the Kawi rig back to Southern California, where we will continue to ride, tune, tweak and play with the bike as we complete a full first test for a future issue of Dirt Rider. Stay tuned, and head on over to www.facebook.com/dirtridermag if you’d like to ask a question about this machine!
The new acoustic resonator chamber on the header enhances low-end power and helps reduce sound output. Kawasaki also offers lighter/heavier flywheels if you want to change how the power is delivered.
The DFI couplers now grace the KX250F, making switching the power delivery a ten second job.
The cast front section of the swingarm is 20mm longer for more torsional rigidity.
Kris Keefer reaching for the sky.
The 2013 KX250F has a welcomed boost in bottom to mid power.
With a new header and muffler, the KX250F has a new deeper sound.
The stronger bottom power helps launch the KX-F out of corners.
| 2013 Kawasaki KX250F Features & Benefits |
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| At a Glance… |
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| Upgraded Showa Separate Function Fork (SFF) provides more progressive damping force and features larger-diameter 48mm inner fork tubes for improved rigidity and less stiction |
| Dual injector Digital Fuel Injection system |
| More robust high-rpm engine output extends deep into the overrev |
| Stronger engine components improve reliability |
| High-revving, High Performance Engine |
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| 249cc, liquid-cooled, four-stroke, four-valve, single-cylinder DOHC engine delivers hard-hitting power across the rpm range |
| Nickel plating on the cylinder wall has a high adhesion factor for optimum durability |
| Thick-stem connecting rod resists flex and enhances durability |
| Thick crank web design features a balance factor on par with the factory racers to help minimize engine vibration, provide smooth power delivery and maximize performance in the mid-high rpm range |
| Digital Fuel Injection (DFI) System |
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| Revised intake tract provides a straighter shot into the combustion chamber for more direct airflow from the airbox into the combustion chamber |
| Seal between air inlet port and throttle position sensor unit on the 43mm throttle body protects TPS sensor from fuel penetration |
| Progressive throttle linkage opens more quickly after 3/8 open position |
| Simple and efficient system: No battery, fuses or relays |
| Sharp and precise engine response across entire rpm range |
| Offers easy engine starting |
| Helps prevent engine hesitation after landing from jumps and other high-impact situations |
| Bridged Box-Bottom Piston |
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| Revised piston profile helps increase reliability |
| Light and strong piston shares same design as the factory racers, and a tin plating to optimize its interface with the nickel plating on the cylinder wall |
| Special finish improves surface lubrication and wear resistance |
| Short piston pin reduces reciprocating weight |
| Lightweight and Efficient Top End |
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| Stronger intake valve seat material offers increased durability |
| Ultra-light valves have extremely thin valve stems on par with those found in supersport machines; intake valves feature thick heads for increased strength |
| Special casting method leaves the intake port surfaces extremely smooth for optimum intake efficiency across the rev range |
| Silicon-coated head gasket provides excellent sealing |
| Stainless Steel Exhaust System |
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| New 30mm shorter head pipe improves performance with a resonator chamber to help boost low-rpm torque |
| New high-volume muffler assembly is 30mm shorter with a larger cross section keeps noise levels at 94 dB while retaining power production |
| Durable stainless steel construction |
| Efficient Cooling System |
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| Thick radiators are strong and offer excellent resistance to mud buildup while providing superb cooling performance |
| Cylinder head water jacket routes coolant to the front of the cylinder head for even cooling |
| Transmission and Shifting |
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| Strong, beefy crankcases feature additional material around the engine mounts to help increase long-term durability |
| Clutch cable holder is integrated with the crankcase for accurate feel at the clutch lever |
| Scavenge oil filter screen can be accessed without splitting the crankcases, facilitating easier maintenance |
| Quick-turning Chassis |
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| The KX250F’s slim and lightweight aluminum perimeter frame is 4mm narrower for improved ergonomics and handling |
| Center of gravity and key dimensions such as swingarm pivot, output sprocket and rear axle locations designed to increase forward drive with minimal rear-end squat |
| Upgraded SFF Fork |
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| Upgraded 48mm Separate Function Fork (SFF) features new 1mm larger inner fork tubes which allow the internal damping components to be larger, for firmer damping response and increased ride comfort |
| SFF design separates springing and damping functions for less weight, better performance, less stiction and easier adjustability |
| Super-hard titanium coating on the outer surface of the inner fork tubes reduces stiction and improves suspension action while also helping prevent scratches and tube damage |
| Friction-reducing Kashima Coat treatment on the inside of the outer fork tubes contributes to smoother suspension action |
| Wrap-around fork tube guards provide excellent protection for the inner tubes |
| Revised lower triple clamp open at the back for increased rigidity and improved fork action |
| Uni-Trak® rear suspension |
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| Rear shock features dual compression adjustability, allowing high-speed and low-speed damping to be tuned separately |
| Features Kashima Coat on the inside cylinder wall for reduced friction and smoother suspension action |
| New swingarm uses a longer cast front section, tapered hydroformed spars and forged chain adjusters |
| Uni-Trak® rear suspension linkage system mounts the suspension arm below the swingarm, allowing more rear suspension stroke and precise tuning |
| Linkage ratios for the Uni-Trak rear suspension match rear shock damping settings to achieve maximum rear wheel traction |
| Rider Interface |
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| Bodywork components offer the rider a slim interface, making it easy for racers to feel comfortable and go fast |
| Formed using a double-injection molding process, the shrouds offer a slim design |
| New smaller side number plates also contribute to the slim package |
| Right side panel has an added passageway to help cool the silencer |
| Flatter design of the seat and tank offer greater freedom of movement |
| Frame is wider at the ankles to offer better grip and narrows near the bend below the seat to allow a slim riding position |
| Slim seat features upgraded polyurethane, designed for greater durability |
| Seat has a slip-resistant top and side surface for good grip when seated and while standing |
| 50mm wide (front-to-rear) footpegs offer superb grip and feel at the pegs |
| Clutch cable boot features a large quick adjuster, making it easy for riders to adjust play in the clutch cable while on the fly |
| Throttle grip has a one-piece collar that provides additional stability during throttle operation |
| Longer hand grips allow the rider to hold the bars closer to the centerline and are made of lower density material for improved rider comfort |
| Factory-style Components |
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| New pushrod type front brake master cylinder and new brake pad material provide stronger brake force and enhanced feel |
| New rear brake pad material offers powerful braking performance |
| Lightweight black anodized rims, are durable and look just like the factory racers |
| Titanium coated inner fork tubes minimize stiction and look great |
| Front and rear petal brake discs help reduce unsprung weight, and the wave shape helps clean the brake pads for more efficient stopping performance |
| Rear caliper guard protects caliper from damage |
| Ribless rear hub and butted spokes further reduce unsprung weight |
| Renthal aluminum handlebar is standard equipment |
| Blue ignition cover plugs and oil filler cap match the blue accents on the factory race bikes |
| Factory-style graphics complement the KX250F’s highly tuned performance |
| Additional Features |
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| New radiator shrouds and side panels provider a slimmer rider interface and a more nimble feel |
| New front fender |
| Redesigned front number plate |
| New embossed design on clutch cover |
| New higher-density chain pad on top of the swingarm is more resistant to wear |
| Large resin skid plate offers great protection with minimum weight |
| Optional Accessories |
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| Optional DFI Calibration Kit allows custom tuning |
| Optional FI Indicator Light allows the DFI system to communicate diagnostic information |
| Optional engine parts include magneto rotors with different inertias and a 12-tooth output sprocket |
| Optional chassis parts include handlebar holder for a 1 1/8-inch handlebar, 46- to 50-tooth aluminum and steel rear sprockets, solid petal brake rotors, different fork and shock springs and manual decompression lever and cable |
| 2013 Kawasaki KX250F Specifications |
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| Engine: | Liquid-cooled, four-stroke single with DOHC and four-valve cylinder head |
| Displacement: | 249cc |
| Bore x stroke: | 77.0 x 53.6mm |
| Fuel injection: | DFI® with 43mm Keihin throttle body and dual injectors |
| Compression ratio: | 13.8:1 |
| Ignition: | Digital CDI |
| Transmission: | Five-speed with wet multi-disc manual clutch |
| Final drive: | Chain |
| Frame: | Aluminum perimeter |
| Rake / trail: | 28.7 degrees / 5.0 in. |
| Front suspension / wheel travel: | 48mm inverted Showa SFF telescopic fork with 40-way spring preload adjustability and 22 position compression and 20 position rebound damping adjustability/ 12.4 in. |
| Rear suspension / wheel travel: | Uni-Trak® linkage system and Showa shock with 9 position low-speed and stepless high-speed compression damping, 22 position rebound damping and fully adjustable spring preload / 12.2 in. |
| Front tire: | 80/100-21 |
| Rear tire: | 100/90-19 |
| Front brake: | Single semi-floating 250mm petal disc with dual piston caliper |
| Rear brake: | Single 240mm petal disc with single-piston caliper |
| Overall length: | 85.4 in. |
| Overall width: | 32.3 in. |
| Overall height: | 50.0 in. |
| Wheelbase: | 58.1 in. |
| Ground clearance: | 13.0 in. |
| Seat height: | 37.2 in. |
| Curb weight: | 233.6 lbs. |
| Fuel capacity: | 1.61 gal. |
| Color: | Lime Green |
| MSRP: | $7,599 |
| Wholesale distributor: | Kawasaki Motors Corp., U.S.A. 9950 Jeronimo Road Irvine, California 92618 949-770-0400 www.kawasaki.com |
