Check out racing results from all around the world and you’ll notice that Kawasaki’s KX250F has been a winner since its inception back in 2004, most notably in the United States with the powerhouse Pro Circuit Kawasaki team.

Here in Australia we’ve also seen the Kawasaki claim titles – its last one on a national level coming with Luke George in the Pro Lites MX Nationals in 2008 – and for 2011, the latest KX250F may just be the greatest yet.

After being rated highly in stock trim by magazines in various shootout tests this year, Kawasaki has added some major upgrades to the 2011 model, with Fuel Injection added for the first time and the interesting Separate Function Fork (SFF) that Showa has introduced.

Those changes are the big two that Kawasaki is pushing on the new model, however be sure to check out our Technical Information section below for the full rundown of updates on the new model.

Kawasaki’s Australian launch came on Tuesday this week at Louee in New South Wales, where a host of local moto-journalists from magazines and websites put the latest KX250F through its paces in an epic day of testing.

Despite heavy rainfall in the week leading up to the event, the crew out at Louee were able to prep the track just in time for the test, giving us the ultimate opportunity to find out where Kawasaki will stand on the Lites leader board for 2011.

HANDLING
Kawasaki’s decision to become the first mass produced Japanese motocross bike to adopt the Showa Separate Function Fork (SFF) system must have been a huge one for the company as it’s so different from the conventional forks we see on the remainder of bikes on the market.

In the right fork leg you’ll find the main spring, which adds spring tension adjustability via an adjustor atop the fork leg. Meanwhile, the left fork leg takes care of damping with a conventional cartridge damper inside, enabling compression and rebound damping to be adjusted via clickers on the cap and at the bottom of the leg.

The shock absorber also has new damping settings, while the steering offset has been revised to from 23.5mm to 22.5mm for better steering capabilities.

On track you will feel a more consistent action in the fork, with around 25 percent less friction meaning that the fork will work with you on all kinds of surfaces and obstacles.

The SFF system doesn’t really feel night and day different to conventional forks, however it’s the adjustability and ease of servicing that really magnifies that benefits of these forks.

Having the ability to adjust pre-load and the bike’s ride height via an external adjuster is a huge benefit while you’re at the track without having to bring in a suspension specialist for tension changes. It also assists you in making changes to the rear ride height and balancing it out via lowering or raising the front.

The hard pack surface of Louee didn’t create any huge challenges to the standard fork setting as large bumps were few and far between, however small, ripple-type bumps didn’t prove a problem as the forks smoothly worked their way over them without any true scares.

Steering has been improved via the slight offset change, matched by the powerful brake combination that Kawasakis are equipped with – not prone to fading throughout the day despite a lot of laps in the hands of testers.

Once you’re in the turn you’ll learn to build confidence in the fork and take advantage of the increased feel that’s generated through the front Bridgestone tyre.

Some of the turns at Louee built up acceleration bumps on the exit that did cause the shock to pack as I got on the gas, however fastening up the rebound made it ride those bumps a lot better and instantly improved the ride within just a few clicks.

Since the new Uni-Trak suspension system mounts the suspension arm below the swingarm it does change the feel quite a lot, however you will reap the rewards of a longer suspension stroke and what Kawasaki claims will be more precise rear suspension tuning.

Apart from that, the balance and feel of the standard settings at my weight of around 70 kilograms were definitely in the ballpark – perhaps better than I had anticipated when preparing for the test.

Ergonomically the KX250F is certainly on the money, suitable for a range of riders and featuring a compact, but roomy, feel when you first climb aboard it and ride out of the pits. Revised bodywork makes it even slimmer around the waste line for 2011.

The Renthal standard-type aluminium handlebars are also a comfortable bend that won’t require changing for most, while the clutch is easily adjustable on the fly with a large adjuster knob that’s easy to access.

A revised gripper seat also meets expectations even as we rode through quite a lot of mud during the test. Kawasaki also focusses on providing wide footpegs, which certainly adds to the overall package.

POWER
With the suspension stealing much of the limelight for 2011, it’s easy to forget that Kawasaki has incorporated a battery-less fuel injection system for its new model, ditching the carburettor once and for all.

Following in the footsteps of its big brother, the KX450F, the new 250F from Team Green comes fuel injected and there’s also a Kawasaki Fuel Injection Calibration kit that’s available to enable riders great adjustability in the system.

On track it is ultimately a smoother powerband that you’ll feel when doing motos on the KX250F, a feature that we’ve generally come to expect when the 250Fs are equipped with fuel injection.

There’s no doubt that there’s more power on tap, however the application of it is incredibly smooth compared to the former carburetted models. There’s no sign of lag out of turns or off jumps, which is usually the key culprit for magnifying any bogging.

What’s always so noticeable on the Kawasaki lites bike is that they have massive amounts of overrev – they feel like you can just keep going and going before you reach the limiter.

It loves to be revved hard, and an extra tooth on the rear sprocket for this year in Australia and the United States (up to 50 from 49) makes it even more inclined for working hard.

Admittedly, I didn’t spend much time on the 2010 model and never did formally test it, however the boost in compression via a shorter cylinder, reshaped piston and other internal changes that are noted below in the story make the bike feel stronger than ever before.

The gearbox has been modified with a revised shifting mechanism that works a treat at high revs, plus second and fourth gear ratios have been modified and it completes a very strong engine package for the new year.

Whether it’s tight tracks that require good bottom-end and mid-range or wide-open tracks that need good top-end power, there’s a good chance that you’ll be impressed with the punch that the Kawasaki’s packing for 2011.

CONCLUSION
All in all the 2011 model Kawasaki KX250F has made what was already an impressive package even better. The refinements in the engine have worked wonders with the addition of EFI, while the gamble on the SFF system in the front suspension impressed many at the launch.

But it’s the little things that really impress with the new version – things like the finish of the bike, fork coating, black rims, wide footpegs, thin ergo package, revised gripper seat, petal brake discs and improved gearshift mechanism.

Kawasaki won both the West and East Coast Lites AMA Supercross Championships this year with Mitch Payton’s Monster Energy Pro Circuit Kawasaki team, and Frenchman Christophe Pourcel currently leads the AMA Motocross Championship.

The competition should be getting nervous for 2011 already, because Kawasaki teams worldwide will now have an even better base package to work with, while general consumers will also enjoy the improvements immensely.

TECHNICAL INFORMATION
The 2011 model KX250F has received a lightweight fuel injection system, featuring 43mm throttle bodies, aluminium fuel pump, and a single injector.

The FI system is powered by the electricity generated by the rotation of the crankshaft, meaning it’s not battery powered. Like the 450, there will be an optional Kawasaki Fuel Injection Calibration Kit made available, which allows riders to adjust fuel and ignition maps with their PC.

A reshaped piston has been fitted within a shorter cylinder, boosting compression to 13.5:1, while the intake camshaft additionally allows for more valve lift. There are also stronger valve springs fitted, as well as having an altered crankshaft balance to coincide with the other changes.

There’s a larger intake boot for air to enter the engine, while a longer header pipe and quieter muffler has been fitted. Adding to the engine changes is a longer spark plug, powered by an updated coil.

The shifting mechanism, plus second and fourth gear ratios have also been modified, while a 50-tooth rear sprocket has also been fitted.

As for the chassis on the KX250F, just subtle revisions have been made after this year’s model underwent a major overhaul. The frame’s front and side engine mounting brackets are now made of steel and are thinner, increasing chassis flexibility.

The Showa Separate Function Fork is the big change. Unlike a conventional fork, there’s a piece that separates the spring and damping circuits between each leg. The right leg is the main spring and adds spring tension adjustability via an adjustor atop the fork leg – just like a pre-load adjuster on most modern sportsbikes.

Meanwhile, the left fork leg takes care of damping with a conventional cartridge damper inside, enabling compression and rebound damping to be adjusted via clickers on the cap and at the bottom of the leg.

And the benefits? It is said that there’s 25 percent less stiction, less weight and is easier to adjust. The offset has been reduced by a millimeter to 22.5mm for easier steering.

At the rear, the Showa shock absorber also has new damping settings.

Finally, there’s a new gripper seat cover, as well as a more durable chain guide.

FAST FACTS
Moto Rating:
8/10 – Kawasaki is inching closer to the perfect production motorcycle. In fact, the Pro Circuit race bikes probably do meet perfection!

Suited To:
Beginners to Advanced – All types of riders will enjoy this bike, whether you’re a weekend rider or a pro racer.

Bang For Buck:
At $10,999, there’s no doubt that lites bikes are expensive these days, however the development put into them can justify paying that much for the latest and greatest.

Plus Points:
+ Engine performance
+ Suspension adjustability
+ Multiple updates

Minus Points:
– Plastics scratch easy (especially the black number boards)
– Dark engine covers

RIDER WEAR
Jersey/Pants: 2011 Thor Flux Hypnotic
Helmet: FOX V3 Carbon
Neck Brace: Alpinestars Bionic Neck Support
Boots: Alpinestars Tech 10
Goggles: Oakley CROWBAR MX red
Gloves: Alpinestars
Knee Braces: PodMX K700