The KX250 gives you the confidence...
The KX250 gives you the confidence to turn it how you like it, not how the bike likes it.
For a manufacturer to build an all-new bike and then camouflage it in the same design as the old model makes no sense to me. While I couldn't care less what the bike I'm riding looks like, if I were going to buy the latest and greatest 250cc motocross machine out there, I'd want the bike to look the part. Sure, Yamaha did the same thing this year with its YZ125 and YZ250, but the frames were made from different material and, thus, were visually striking, to a degree. But the new Kawasaki KX250's package is so similar to last year's that it really takes a second look for the differences to register.
One ride on the new machine, though, and you'll forgive the dated appearance. This is an all-new KX. The motor is fresh from the top of the cylinder down. The frame has the same perimeter style and high-tensile steel material, but it is different in every other way from the previous one. The same goes for the swingarm, the suspension and most pieces that attach to the frameexcept for the plastic and gas tank. Pull out the snakelike kickstarter (it coils around for clearance and tucks in), give it a boot and straightaway it feels as if the KX has a little more spice holed up in that motor. Just cracking the throttle, it isn't the crispest-sounding engine, but from the first time you accelerate, you'll know this isn't your old KX. It is much healthier.
Just pin it and hang on, 'cause...
Just pin it and hang on, 'cause this KX takes a lot of the work out of riding.
Lately, Kawasaki's 250cc had fallen off the pace in delivery and power abundance. It was tame and ridable in a good way, especially for novice riders, but if you ever got in a head-to-head power war with anything else in its class, it was game over. That won't be happening now. The KX has catapulted itself back into the pack with plenty of power that still carries ridability right along with it. Although there is a much-lighter flywheel feel and effect than in the past, it isn't snappy enough to get you into trouble in slick conditions. Not to say a touch of the clutch can't give you a full fist's worth of power on demand. From bottom to top, the delivery is full and linear without too much of a surge anywhere. The top-end isn't earth-shattering, but there is plenty of overrev to carry each gear a bit longer if needed.
At our introduction at a hilly Cahuilla MX track, a few of our test riders thought they should short-shift, but these guys usually rode 125 two-strokes or 250 four-strokesbikes with 13,000-rpm ceilings. If anything, the KX felt as if it lacked midrange. Riding at nearly 4000 feet, we raised the needle clip one position, lowering the needle and thus leaning it out in the midrange, and any hesitation or lag disappeared. In fact, some other magazine's test riders were looking in the wrong direction by adding a tooth to the rear sprocket when the simple jetting mod gave the KX plenty of pull. The gearing is tight, and there isn't anything close to a gap in the spacing. We felt that by adding a tooth we'd shift too much, especially if the track were flat. If you liked previous Kawasaki motors' characteristics, you won't be put off one bitjust amazed at the extra boost now available. And if you are converting to green, you will no longer be sacrificing anything in the motor department. At Perris Raceway, which has a lower elevation, we fattened the needle back to the stock position, and the bike ran crisply and pulled just fine, even in the middle.
What's Hot!
• This is a new KX, and it feels like one without losing any of its good old traits.
• The new fork is equal to the Yamaha's and a huge improvement over last year's.
• Kawasaki seems to be paying more attention to durability with a number of changes; we hope time will prove this effort successful.
What's Not!
• What's up with the black primer that makes any scratch look horrible? And why paint an aluminum swingarm black, then silver?
• The shroud graphics are tough, but they still peel. At least they come off in one piece. Trim them as soon as they start to lift.
• It looks too much like the old KX.
• Steel handlebar is so 1990s! |
Speaking of shifting, when compared with last year's model, the clutch action seemed lighter and more controllable. Hopefully, the shuddering on starts is a thing of the past. But we did find adjustment is critical to allow full-power shifts. You can't let the adjustment get as sloppy as you can on some other bikes and still expect to break the tranny loose for that millisecond to make it to the next gear.
The same happy story is true of the chassis. Kawasaki engineers did their design homework, and our test rides backed this up: The bike didn't lose any of its good points, mainly stability, and it gained a light feel with responsive turning, though a scale will reveal only a claimed 3-pound weight drop. It is definitely lighter in the air, but the feeling is most noticeable in turns. The KX now falls into them as opposed to requiring a push. Now a rider can initiate a turn and follow the handlebar through instead of constantly working the bar to keep the front turning. If anything, the bike seemed to have gained a bit too much front-wheel bias, giving it a tucking sensation, especially in faster or downhill sweepers.
The KX250's suspension is...
The KX250's suspension is as good and tunable as anything out there; new KYB forks make a huge difference.
Based on suggestions from the KYB technician, we softened the shock's compression four clicks and stiffened the fork compression two clicks, and the bike responded with a much more-stable feel. All the while, we ran the ride height in the 100mm range. The tight turning wasn't compromised by this change, and the KX will cut an inside line against anything out there. We returned to standard settings at the flat Perris Raceway, figuring the modified settings were for a hill-laden track and its demands on the fork. But even here we preferred the rear end a little softer and the front a bit stiffer. It would be easy to get the KX to turn more sharply if you so desire. We experienced no headshake or stability issues, so thankfully the KX's historic stability stuck around for 2005.
Style notwithstanding, the bike is thin and very easy to move around on. In the footpeg area, the frame becomes thinner with the pegs wider and shorter for better ground clearance. Neither change stands out, but any improvement here is welcomed. The fattened seat allows the rider compartment to be a little more adaptable for larger riders, but we'd bet the KX is one of the more-compact in the ergo arena. Brakes seemed to raise a bit of discussion. Some thought they were just fine, while other riders rated them all over the scale. The rear tended to squeak a bit and seemed touchy. The front ranged everywhere from weak to too sensitive. More time and a good bleeding should sort this out.
The KX easily qualifies as the most-improved motocrosser in '05, and that isn't just a backhanded slam to the '04. Or the '05, for that matter. It's going to take a full-on shootout to rank all the bikes in this class, but the KX250 has already garnered a few fans. We still can't believe it looks so much like the old bike, because it sure doesn't feel like it.
Opinions
The 2005 KX250 was a blast! The new Kayaba suspension was awesome; the fork had a plush Showa feel. You could charge hard into turns and the bike would glide on the fork with very little pushing. The KX250 felt very stable and level. The shock was good, but a little kick when entering corners stopped it from being great. The motor was very good with great bottom and mid; pulling out of corners was fun. With just a little clutch, the motor would come to life, pulling very strongly through the mid. I thought it lacked a little on top. It almost felt like a bigger four-stroke because you had to short-shift it to use the horsepower. The bike was best in the meat of its powerband.
Tyler Keefe/5'10"/170 lb/IntermediateThe new KX250 motor really struck me. I loved the super-smooth powerband that ran from the bottom all the way through the top-end. With tons of usable power, I never found myself searching for more. Since I'm a bit of a lightweight, the suspension was a tad stiff for me, but overall it still worked well. Both the shock and the fork are progressive; I never felt the suspension blow through the stroke. I overjumped a few times and felt a huge difference in the fork over last year's. It soaked up the big impact, and I never felt the harsh banging so common with last year's fork, even on the smallest jumps. The stock suspension is set up for someone from 165 to 185 pounds, so I think I would drop the oil level or go with a softer spring. But I wouldn't mess with the stock valving. I really like the ergonomics; the KX is slim, helping it handle great. The only thing that left me unimpressed was the front brake. It felt weak compared with some of the other '05 models I have ridden.
Matt Armstrong/5'7"/145 lb/Pro
You just don't see as many two-stroke KXs at the track as you used to. Not only was the performance sort of vanilla, but the looks and hype surrounding the bike seemed to lose steam about the time that Carmichael kid left for Honda. Well, now Bubba is coming up, and this is the bike he has to work with. I wouldn't hesitate to race this bike; in fact, I raced it at the Thor Celebrity Challenge at the Glen Helen National. It was like a dream riding the perfectly prepared track, but the KX250 got a National-caliber motor workout! I was stoked about every improved area of the bike, especially considering Kawi engineers kept the personality traits I liked and added nearly everything it was missing. And of all the new 2005 models I've ridden so far, this is the biggest one-year improvement.
Jimmy Lewis/5'10"/180 lb/Vet Pro
More 250 two-stroke motocross bike tests:
2005 KTM SX 250
2005 Suzuki RM 250
2005 Yamaha YZ250