2015 Kawasaki KX250F

Introduction

• Kawasaki focused on updates to a proven bike.

The KX250F was a solid machine in 2014, and for 2015 Kawasaki decided to stand by that model and focus on fine tuning. Adjustability and durability looked to be the main focus, but this of course, has to still be matched with performance. Since riders want a bike that is made specifically for them, the manufacturers are having to come up with more ways to meet consumer needs, while still walking that tight-rope of personalization and one-size fits all. This year, the new KX250F receives some improvements that have trickled down from its bigger brother, along with some race inspired goodies.

Changes

• Improved brakes.
• Smoother power and more durability.
• Suspension updates.
• Bling!

There weren't any huge changes made to the 2015 KX250F, but several small refinements focused on balancing durability, performance and tunability. The motor receives a new Bridged-Box-Piston for added strength along with a lighter pin to negate the new pistons weight increase. The Downstream Fuel Injector’s spray was changed along with some revised ECU settings to bring more life and response to the motor. This was matched with a slightly heavier magneto rotor (9.0 kg to 9.5 kg).

The chassis saw a few changes, most notable being the adjustable foot pegs and handlebar mounts, along with a lighter subframe. The KX250F still has the Showa SFF spring fork, but did receive some valving changes front and rear which were focused on more control.

The brakes are new petal-style Braking rotors front and rear with the front jumping up to an oversized 270mm rotor for stronger stopping power and control. As for cosmetics, the 250 received some green anodized plugs, caps and suspension adjusters along with a green rear shock spring for that Factory Styling.

Power

• The KX250F has always felt fast, racy and lively, this year is no different.
• Slightly smoother than before, it still packs aggression and revs hard.
• The sound output is a sore point.
• Three available ignition maps that can all be altered (with a tuning tool) if a rider feels the need.

The KX, with just few motor changes, still keeps its strong pulling power that likes to be revved. Included again for 2015 are the three mapping couplers (Standard, Hard Terrain-mellow and Soft Terrain-aggressive) which gives the rider some noticeable mapping choices just by changing a plug on the side of the frame. The standard coupler has a snappy response, it sounds and feels fast, pulling smooth from mid-range on up (most riders never ride a 250F in what would be considered the bottom-end power range) and finds the most power right before the rev limiter. It feels a little soft at the very bottom but that gives the bike a punch when the power comes on. When short shifting under a load or climbing hills, the motor did get pulled down a little with our bigger riders, so they found it best to keep it revved out. Screaming is where this bike was happiest. There is just something about this character that gives the rider the sensation the bike is very fast. It makes angry noises, has a fast feeling vibration and no matter what level or weight rider comes off the KX they say it feels fast. For sure it is not slow, in reality it is even with all the other 250Fs when on the track when putting power to the ground.

Switching to the aggressive coupler takes that surge feeling at peak revving power from the standard setting and spreads it through the whole power curve making the bike feel a little more lively. Most of our riders preferred riding with this coupler as it didn’t require you to ride way-way up in the revs to get the most out of the motor. It let you get away with a little more on the track and accepted short shifts and taller gears a little better, but it also spun up easier if the traction was low.

The mellow coupler does as you would think, softens and broadens the power, but still, even in slick conditions, most of our riders were happiest with the aggressive coupler. Although there are other slight differences between these couplers, they mainly change where you want to rev the bike and where the power makes "steps" or surges. This Kawi is still a revver through and through.  And through Kawasaki’s tuning tool you can change the character and performance of any of the three maps inside the ignition to a level not available with other brands. We did not play with this on the 2015 nor did we feel the need as very few riders had any complaints about the power.

Another feature carried over from last year is the launch control button. For motocross starts it retards the timing a little in first and second gear and then changes back to the normal timing after shifting into third. As stated by Kawi, it is made for low traction conditions when you don’t want the wheel to spin. It works well in those conditions, especially for riders that like to crack the throttle wide open off the line. These riders benefit from it, but riders that rely on experience and throttle control, preferred not to push the button. Either way you like to start, controlled or wide open, we don’t recommend the launch control in perfect traction conditions if you are heavy, as it will drag down the motor a little and hinder more than help your launch. Lighter riders saw more advantages to the button.

The clutch has a smooth easy pull with a good feel and none of our riders complained of fading. The shifting was effortless and the only complaint that everyone had about this motor, was how loud and raspy the exhaust was, not only off the side of the track but to the rider as well. Yes, it has been a Kawi trait for the last few years, and they claim 94db, but come on, I think it’s time to take it down a couple notches.

Suspension

• The KX has a stiffer nature for 2015 which is much better for heavier riders.
• It isn't the plushest but the complaining about suspension stops there.
• Highly adjustable and the suspension responds.
• Factory coatings make the suspension look awesome.

Kawasaki decided to hold off on making the switch to an air spring for the 2015 KX250F and instead made some valving changes to last year’s Showa SFF spring fork. They also matched those changes with the rear shock valving to keep everything even. The bike is well balanced at its standard settings while running about 104-106mm of sag. It sits flat whether on or off the gas and has great bottoming resistance front and rear, with plenty of tunability to satisfy the pickiest of riders.

In standard form, the Kawi is known to be a rear steering bike, so riders that like a little more weight on the front end can go in on the high-speed compression and a couple clicks on the low-speed compression on the shock to get more of that sensation. On the opposite side of the spectrum, riders that like to charge into jumps or bumps harder, preferred a couple clicks in on the fork’s spring pre-load adjuster and a couple clicks stiffer on compression to raise the front of the bike and gain a little more control. This of course increased the bump impact to the rider, but helped the wheel follow the ground better. You sacrifice a little comfort, but gain some control… just rider preference. The heavier riders stiffened up both front and rear, with these adjustments, and were happy with the results, never begging for stiffer springs which is very odd for 250Fs. It seems the current direction is for lighter riders needing softer springs is becoming more common.

Truthfully the pre-load adjuster on the fork gives you the added tunability to either raise or lower the front end without having to depend solely on the shock for balance. This has been around for a while but only lately come into fashion with the air forks out there using this adjustment more and more. It works well when you get the shock dialed in and only want to change the ride height of the fork/weight bias of the bike a bit. What really blows my mind, is how tunable these bikes are nowadays. From heavy to light, fast to slow, you are rarely more than a few clicks or turns away from making a rider happy.  And those same few clicks can take a bike from being the best to being horrible if you don’t pay attention to what you are doing.

Chassis - Handling

• The Kawi is a rear-steering bike and it loves to slide and rail the outside.
• Not the lightest bike but it is very planted. This gives riders confidence in the turns.
• The brakes are a step up and all riders felt this.

This chassis fits a wide range of riders and now with the adjustable pegs and handlebars, it can be even more accommodating. However, our taller riders, around the 6’ mark, never felt the need to drop the foot pegs likely since they also move forward when doing down instead of going back. Nor did they feel the need to push the bars forward. In standard form, the cockpit doesn't feel cramped and is comfortable to move around on, but the adjustment is there, if you want to change it.

This KX250 still keeps its same handling traits from the years passed. It is very stable, planted and more of a rear steering bike. It sits flat whether on the gas or on the brakes and loves to rail the outside corners. It works well in the hard pack, but our riders feel the bike is better suited for soft, loamy or sandy tracks. You don’t have to worry too much about over steering this bike and the front end rarely knifes in. However, because of those traits, this bike prefers to drift out through turns instead of finessing around the tight inside. It will sit and settles in ruts just fine, but as I said earlier, it’s happiest railing those soft loamy berms. It is a fun bike to ride and race because of its stability, it doesn't do anything weird when you push it. And just like the motor the handling pleases most riders and can be described as comfortable.

Through the chassis a rider gets a decent feel for the track, but that does translate to some bump impact to the rider when on hard packed surfaces. It can be tuned out some with the suspension, but is all about finding your happy place between comfort and performance. This was never an issue on the softer tracks though, where the dirt provided a little added cushion. In all conditions, this 250 keeps that solid, predictable feel that Kawasaki is known for. And if there is one area that the KX cannot brag about it is that it feels heavier than other 250Fs, a tad wider than some and longer as well.

The new oversized 270mm Braking front rotor is a welcomed addition and does an excellent job of slowing down this green machine. It has a good feel, with great power and control. The same goes for the rear brake and none of our riders complained of fading, but then again, none of us are heavy brake draggers anyways.

Conclusion

• The KX sticks to what has been working for it, no need to change a winner.
• If you like an aggressive and fast feeling motor the KX is for you.
• Adjustable chassis through bar and footpeg position but more so through the suspension.

Kawasaki decided to stick with what has been working for them. The overall feel of the bike is similar to the last few years where the bike has taken plenty of comparison victories as well as championships. We feel that even the few changes that were made are marked improvements. The motor still has that excitement that the masses want while the chassis/suspension combo still gives you a solid, stable platform. Exciting motor, comfortable and predictable chassis--If this suits your style of riding, then you know exactly where you stand. Even if it doesn't, well there is plenty of adjustability to make it what you want. From motor to suspension to chassis, this bike has the ability to fit a wide range of riders (size and style).

Although most of us preferred this bike on softer tracks or any time there was traction, all of our riders enjoyed riding this bike in any condition. It is a very predictable package and doesn't do anything wrong. At the end of the day, wherever or however you moto, the 2015 KX250F is a lot of fun to ride and it feels very fast.