power. It still has a second injector at the start of
the intake boot which is primarily to boost low and
mid-range grunt through finer atomisation, and a
longer distance to mix with oxygen. Compression
is now 13.4:1 and there is a new intake cam with
improved cam timing. Also, the header pipe is a
larger diameter. On the track the engine is super
smooth. The power delivery is totally linear, fast and
very easy to ride, while having decent torque and
tractability. So, you have to commend Kawasaki
for meeting their objectives... but I kinda miss
the old engine of a few years back because it felt
punchier. However, I have no doubt this engine is
faster around a track and if you listen to top racers...
they’re continually bouncing off the limiter – so,
high rpm smoothness is vital for them. The engine
is a great racer’s tool and very versatile as well –
trail riders will be even happier than previously
with this new, super smooth, torquey 250F.
The chassis and ergonomics remain the same as
last year and are still excellent. Steering on the KX
is light and agile, but also accurate and planted
with decent stability – a bloody good mix! The KX
is slim front to back with a well-shaped seat, and
it has comfortable, nicely firm foam. The plastic
side covers are shaped to aid smooth flow for the
rider around the bike, but also to grip the bike with
- they do however seem thin and a little brittle.
KIWI RIDER 43