Next Gen Goes Off-Road
Story by Trevor Hunter, Photos by Ryne Swanberg
Much like the KX250 motocrosser, Kawasaki went all in on updating the 2025 KX250X with the new engine, chassis, suspension, and bodywork. The X model received all of the same updates as the MXer, plus retains its usual off-road changes like an 18in rear wheel, o-ring chain, kickstand, and softer suspension with lighter spring rates and valving. Aside from that, there are no other changes and the bike doesn’t have a larger capacity fuel tank, no handguards or skid plate, and the motor internals are identical to the motocross model. To read all of the new updates more in-depth to the bike, click HERE. But how do they translate to the trail? We say quite well.
As much as we feel this bike is improved for the masses on the MX track, that’s only exemplified in the off-road arena. While there were some benefits to the previous gen power characteristics, it really wasn’t ideal for an off-road race bike under most circumstances. Relying on revs and high RPMs to make power can be near impossible in “true off-road” conditions like dashing through the rocks, cutting through trees, and in low traction situations.
We experienced this first hand earlier this year racing a KX250X at the first round of the AMA National Hare and Hound Championship. On the first loop and in the fast terrain, the bike was a rocketship. But the other half of the race was spent riding across virgin rocks and climbing steep, off camber, rocky hills and climbing waterfalls was extremely difficult and not for the faint of heart.
This new power delivery with more emphasis on low-mid range power and torque is much appreciated in these conditions. In a sense, it makes this bike feel less like a “MX bike in the woods” and a little more purpose built, even though it still is a motocross bike at heart. In stock trim, first gear is still on the taller side for anything really technical or extreme, but a little gearing can go a long way in helping with this.
The Showa suspension components featured on the new KX boast lighter spring rates and valving than the motocross model and it shows. On the woods loop Kawasaki set up (which was part of the race course that the AMA West Hare Scrambles series just raced on), the bike worked very well in the slower speed terrain. Racing across the hacked out two-track trails and up and down the tight singletrack, the bike had enough suppleness to soak up the small bumps and rocks with no deflection while maintaining comfort.
In the faster grass track area of the loop, which was more high speed and littered with motocross style braking bumps and acceleration chop, the softer nature of the bike showed. The forks in particular would get low in the stroke on decel and feel a little harsh as a result, but we stiffened up the compression a few clicks and sped up the rebound one click to balance the bike out and get it riding higher in the stroke for the faster terrain. Like the motocross bike, we ran 105mm of sag on the day.
The handling characteristics are quite different, but similar in some ways. The bike has more front end traction and precision which can be good or bad depending on your preference. We feel it’s for the better for the masses and in the couple higher speed areas, the chassis was still stable and offered a good amount of bump compliance.
Some things we still wish we’d see out of this bike are a slightly larger capacity fuel tank stock. In the past, racing for ~50 minutes is cutting it really close on gas, and going on longer trail rides is difficult without an aftermarket tank. The kickstand isn’t the most sano and gets in the way at times when riding. Also, Dunlop’s AT81 tires, and the front in particular, aren’t the best and we’d like to see them replaced with some of Dunlop’s better offerings.
The ODI grips, while not either of our first choices when it comes to grips, are much appreciated over the past stock Kawasaki grips. The front brake remains a Nissin unit and while it felt strong today, we still don’t like the ultra thin lever. We moved the front brake way over on the handlebar so our finger would pull on the tip of the lever where there is the most surface area, but we’d prefer a more normal lever shape.
The ergos feel like a Kawasaki – which is good. The bike is slim between the knees and has a nice rider triangle, which can also be lengthened with different bar mount and foot pegs adjustments available in stock trim.
