Four Stroke

2022 Kawasaki KX250 Review/Suspension Settings

No, the 2022 KX250 IS NOT changed from the 2021 model, but that didn’t stop us from getting a re-fresher on the green machine. Below, we will walk you through some positives and negatives of the bike to see if it could be the right bike for you. If this is not enough green content for your eyes, you can also listen to show #256 of the RMATVMC Keefer Tested Podcast to get more insight on the 2022 KX250. Also look below for some baseline settings for the green machine.

Engine:

Even though the 2022 KX250 engine has been unchanged, Kawasaki is still one of the top three 250 four stroke engines in my opinion. I like that this engine can rev to 14,500 and you can feel that on the track when riding! The 2022 KX250′s engine characteristics are the same to the 2021 package with that great over-rev because of the increased rev limit they achieved in 2021. They achieved this higher rpm mainly by adding stiffer valve springs along with new camshaft timing. The power delivery is definitely better if you keep the rpm up and although the green bike doesn’t have that Yamaha mid range meat, it still pulls strong. Maintaining the correct gear is also important, meaning second gear will be used in most corners and will not give you that lugability like the Yamaha. The engine revs far enough that shifting to third gear is not needed until you have exited the corner and down the straight a bit. The FI mapping runs right great from the get-go.

There are three different preprogrammed settings available. These are changed via a coupler located on the right side just by the steering stem. Green is standard, white is aggressive, and black is mellow. This is the same system as what comes on the KX450. I tested all three and found improvements in certain areas with the white and black couplers. Each had improvements, but they also had some drawbacks. The Kawasaki technicians created a custom map that uses the ignition settings of the white coupler and the fuel mapping of the black coupler, which made for a noticeable improvement in the overall power and was accomplished by increasing the midrange torque, which helped it continue to make power further into the highest of rpm. I wouldn’t say it was huge, but it helped with mid rpm torque and seemed to make the power even longer into the upper rpm range. This is called the Chavez Map which has been around for a couple years now.

To do this custom mapping on your own, you would need to buy the accessory KX FI Calibration Kit, which retails for $699.95. It can be found on the Kawasaki website and ordered through your local dealer. This is an added expense, but if you are serious enough about your racing, you are probably already planning on getting your suspension revalved and purchasing an aftermarket exhaust, race gas, and more. So, it is worth considering adding this tool to your race budget.

Clutch:

The hydraulic clutch works well and to me isn't as on/off as the Brembo system. This Nissin unit is the same system that is used on the KX450 and it has proven to work well. The clutch assembly is also using a cone-disc spring in place of a coil-spring system. The clutch friction plates have three different materials to help reduce clutch fade from heat. The clutch works well and plate life is on par with the Honda CRF450R system. It was easy to modulate and because of the hydraulic system, there was no fade during our motos. Shifting under load was reasonably easy with only the smallest amount of clutch lever input, which is much better than the KTM under load.

Chassis/Ergos:

The KX250 chassis is based off the same platform as the KX450. For me, at 5’11, the Kawasaki chassis fits me well and I would say this would be true for most riders. The feel is almost Honda’esq but slimmer feeling. The rider triangle is neutral with plenty of room for adjustment. The handlebar can be moved forward or backward and the footpegs have an optional lower position for taller riders or someone looking to try to lower the bike’s center of gravity. The chassis is also narrow—possibly one of the narrowest four-stroke bikes on the market. Sitting on the KX250, I would say it is a little more of a sitting on top of the bike feeling, but not sitting as high as a KTM or Husqvarna.

The brakes are also great on the KX250 for 2022. The front brake system is the same as the KX450 including the 270mm front rotor. That means the bike now comes with the KX’s very distinct, thin front brake lever. The 250 rear brake has a smaller 240mm rear rotor (down from 250mm on 2020 model). The front brake lever is noticeably thinner than most other brands and to me is annoying. It is fairly easy to modulate and offers a medium to firm feel. The rear brake is noticeably improved with the smaller 240mm rotor over the KX450. Going to the 240 rear rotor helps the rear brake feel less touchy/grabby.

Suspension:

(150-170 Pounds)

Fork: 

Spring Rate: 4.9 N/mm

Height: 4mm

Compression: 11-12 clicks out 

Rebound: 10 clicks out 

Shock:

Spring Rate: 54 N/mm

Sag: 103mm

High Speed Compression: 1.25 turns out

Low Speed Compression: 8 clicks out

Rebound: 10 clicks out 

(175-200 Pounds)

Fork: 

Spring Rate: 4.9 N/mm

Height: 4mm

Compression: 9-10 clicks out 

Rebound: 12 clicks out 

Shock:

Spring Rate: 56 N/mm

Sag: 104mm

High Speed Compression: 1.5 turns out

Low Speed Compression: 11 clicks out

Rebound: 9 clicks out

2020 450 MX Bracket Shootout (Fourth, Fifth, Sixth)

As long as I can remember, shootouts have been a staple in our industry. I remember being an 11 year old kid reading about the 1987 80cc Shootout in Dirt Rider Magazine and then proceeding to ask my dad for a Honda CR80 because it was the winner. Little did I know that just because a machine wins a shootout doesn't necessarily mean it’s the best bike for you. There is a lot to consider when purchasing a bike, but it’s fun to see which bikes have certain standouts or feels best when riding them all back to back. Fast forward to 2020 and the format to these shootouts haven't changed much, so I thought it would be time to try something different. I decided to do a bracket style shootout (similar to a college basketball format), with two bikes/three riders per bracket, with the winner moving on and the loser going home. This style of shootout removes a lot of biases as well as gives test riders more time to dissect each bike with only two-three bikes for each test. Let’s face it, not every guy in this shootout is fit, so having less bikes to test at one time is probably best. I personally ranked each bike on how I felt each machine performed (my opinion, not fact) out on the track and used that ranking to create the bracket for the other testers in this shootout. The bracket battles went as such:

Yamaha Vs. Suzuki = Suzuki Loss

Kawasaki Vs. Honda = Honda Loss

Husqvarna Vs. KTM = Husqvarna Loss

B Main Bracket (Suzuki, Husqvarna, Honda): 

The 450 MX Bracket Shootout is done and dusted and we now have the fourth, fifth, and sixth place machines ranked. We tested these three machines below and ranked them based on how they stack up against each other for our final “B Main Bracket”. Below are those machines from the shootout as well as some brief highlights, opinions, and quotes from the riders. If you would like to dive more into the opinions of the riders as well as get more insight on each bike, head over to the “Podcast” section on keeferinctesting.com and simply click on “Keefer Tested” to listen to each bracket breakdown or simply click on the show over at Pulpmx.com. They are not only informative, but a fun listen as well. As always we are here for you, so if you need us you can email your questions to kris@keeferinctesting.com.

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Fourth Place: Honda CRF450R

Why It Got Fourth: The Honda wins the “B Main” bracket because of its incredible pulling power/engine character and cornering ability. The softer the track is the better the Honda feels to the rider. Each tester commented how different the bike felt compared to the last time they tested it. The track conditions proved to be sandier than the last test and the Honda’s engine could get each tester in and out of corners the best out of this bracket on this day. The ergonomics of the Honda is unmatched and most riders felt at home quickly on the CRF450R. The Showa suspension has a good amount of comfort on de-cel bumps, but is masked by a rigid chassis that can sometimes make riders feel that the suspension is harsh. Dropping the forks flush in the clamps can make the chassis calm down on faster tracks, but just know that this will make the Honda turn in slower on entrance of corners. For how heavy this bike is on the scales, it feels as if it’s one of the lightest on the track and all the riders commented on how easily they could put the bike into tighter spots.  


Why It Could Have Won: The CRF450R needs more track toughness. The same reason it got fourth (and won the “B Main”) is the same reason why it didn't win the whole enchilada. The Honda feels great one day, have you skiing from ear to ear, and can make you feel like you forgot how to ride on another day. It can get frustrating at times! A more forgiving chassis feel along with a more linear power character can make this bike a winner come 2021! 


Rider Quotes:

“The CRF450R has so much power. It’s hard to believe that this is a stock engine!-Kenny Day 5’7 160 pound Vet Pro

 “I was surprised how well the Honda worked today. I was expecting it to feel different, but I actually loved riding it today. The track was rougher, but also softer and I was able to push, unlike the previous week where I felt sketchy on the same track”. -Joe Oehlhof 5’10 195 pound Vet Pro

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Fifth Place: Husqvarna FC450 

Why It Got Fifth: It’s crazy to think a bike this good gets fifth place, but this is how close all these bikes really are. I mean I liked this bike so much that I went out and purchased one from a dealership. So this goes to show you that a fifth place bike is pretty damn good! The Husqvarna scored fifth and was well respected for its easy to ride engine character and deceivingly fast mid-top end pulling power. You are able to clear obstacles that you would think you would have to hit harder, but the FC450 hooks up so well and is so quiet, that it makes clearing those obstacles less stressful. The shock is one of the best in class with its dead/calm feeling that inspires riders to dive deeper into rough corners, but setting up the AER fork is like hitting a moving target. 


Why It Could Have Won: The FC450 could have scored a better ranking if the suspension had a little more hold up and comfort. Husqvarna decided to break away from KTM’s suspension settings in 2020 and go with their own, but to most of the testers that did this shootout, the setting was simply too soft. Going up in air pressure on the WP AER fork only hurt the suppleness on slow speed bump absorption and that created an unbalanced feel front to back. It’s a give and take with this fork and it can be tough to find that perfect setting that each tester wanted.  


Rider Quotes:

“The Husqvarna could have easily been on the podium for me, but the AER fork feels soft and slightly inconsistent for my weight/ability.” -Kelly Gelhaus 220 pound Vet Intermediate 

“The Husqvarna allowed me to get on the throttle sooner into corners because it feels smooth. I thought this feeling would hurt more than help, but then I looked at my lap times and just smiled”! -Tyler Enticknap -195 pound 5’11 Pro

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Sixth Place: Suzuki RM-Z450

Why It Got Sixth: The Suzuki gets sixth not because of a kickstarter, but because it lacks comfort and predictability. The BFRC rear shock is very difficult to dial in for the average rider and getting that rider to feel comfortable when the track gets rough is almost impossible. We would normally say for a weekend warrior that it wouldn't matter, but even novice testers noticed the lack of comfort in the shock when we would go back out onto the track after lunch time. The chassis is on the stiffer side like the Honda, but the RM-Z450 can still lay into ruts easily. The rider doesn’t have to give the Suzuki that much body english into their lean (coming into corners) because the Suzuki almost does the cornering for you. It likes to be laid over.   

Why It Could Have Won: It’s tough to say that the Suzuki would have won if they would have done X,Y, and Z because there are a lot of factors that Suzuki would need to address before we can even remotely think about that. However, does that mean it shouldn't be considered for a future purchase? Absolutely not, it should! The Suzuki RM-Z450 is affordable, is a reliable bike (even though that it may not have that reputation), has an easy to ride engine character, and is a machine that can help a rider get better at cornering. The sixth place bike is not a last place bike in our opinion. It still is a viable option and a great bike for 80% of the consumer that is looking to purchase a new motorcycle.


Rider Quotes:

“I liked short shifting the RM-Z450. It makes its power better when you don’t have to rev it, unlike the Husqvarna”. -Kenny Day 5’7 160 Pound Vet Pro

“The stiffer chassis feel to me helped when I loaded the bike harder coming down hills. The Suzuki felt better when I pushed it harder, but didn't work as good if I tried to smooth out”. -Tyler Enticknap 195 pound Pro