VOLUME 57 ISSUE 41 OCTOBER 13, 2020 P131
share the same part number. The
250's aluminum swingarm, however,
comes straight off the 450.
The 250 features a new lower
triple-clamp and revised linkage
ratios, and the 250's KYB suspension
gets updated settings to compensate
for the all-new chassis.
Up front, you'll see a new front
brake master cylinder and in
the back, a smaller-diameter
(240mm from 250mm) rear
disc. The over-sized rear disc
fad didn't last long; it turns
out they tend to be grabby (which
leads to engine stalling) and are more
susceptible to damage.
Not only is the '21 KX250 fitted with
new Renthal Fatbar handlebars, but
they are also positioned lower and
closer to the rider where you grip
the bars. They are, however, still fully
adjustable via the previous moveable-
mount design. Footpegs are still two-
position adjustable, as well.
Track Time
Kawasaki introduced the new KX250
to the media at Perris Raceway, a
smaller and tighter track than some
of its neighboring circuits, like Glen
Helen or Fox Raceway. The more
compact course suited the 250 well,
forcing us to find the bike's potential
to clear jumps from the faster inside
lines. The 2021 engine, again, seems
to make its best power up top in the
rpm curve, but there is just more of
it. Last year's motor saw a host of
revisions that had us feeling like we
were piloting one of Mitch Payton's
Pro Circuit race bikes right out of the
box. The same high-revving and race-
ready characteristics are warmly wel-
(Right) The '21
KX250 checks
in 4.5 pounds
heavier than
before, but that's
a small price to
pay for electric
starting.
