VOLUME ISSUE SEPTEMBER , P125
Kawasaki revised the suspen-
sion settings for 2027, and they
worked well. At 190 pounds,
I'm on the heavier side for a
250F, yet I never felt as though
I was overwhelming the Showa
components. Perris Raceway is
fast and jumpy, but the KX250F
took it in stride. The suspension
stayed up in the stroke without
diving on steep jump faces or
blowing through on hard land-
ings. It also remained predict-
able on corner entry and through
tight ruts. Previous KX250Fs
have sometimes felt unbal-
anced front to rear—usually with
a harsh fork—but this bike never
in the midrange while retaining
its racey, high-revving character.
The KX250F is less convincing
at the very bottom. It requires
more clutch work and higher
rpm than I prefer—or expect
from a race-ready 250F—to pull
cleanly out of a tight inside rut.
I wanted the engine to spin up
more quickly off the bottom be-
fore transitioning into its strong
mid-to-top pull. I tried a more
aggressive map but didn't find a
meaningful solution during our
test day. A larger rear sprocket
may be the answer, helping the
engine respond faster when you
open the throttle.
drive felt immediate. Some of
that comes from the stronger
clutch, while the longer header
helps smooth the power deliv-
ery from low to mid rpm. The
crisp mapping reinforces the
KX250F's clean, connected feel.
The engine does its best work
from the midrange through the
top end. Power builds notice-
ably in the middle and continues
to pull toward redline, so the
upper end of the rev range never
makes the next shift feel urgent.
Unlike KX250Fs from a few gen-
erations ago, which demanded
to be ridden almost exclusively
at the top, this engine is useful
The improved clutch provides
a better connection between
your wrist and the engine.
