2012 Kawasaki KX 250F

The Kawasaki KX250F is a certified award-winning bike, as evidenced by its continued dominance in the AMA Supercross series. So it figures that when you have a bike that’s as proven and tested as this one, it’s going to translate to the consumer market.

And that’ precisely what the KX250F has done. For the 2012 model, the Kawasaki motocrosser offers a list of enhancements that allow the bike to be even more powerful, while also improving its handling and overall durability. The KX250F offers cutting - edge technology right off the showroom floor, to give riders the winning edge on the track. Along with the KX250F’s race-proven performance, no other production motocrosser offers as much adjustability, fine-tuning capabilities,

and rider customization when it comes to motor and suspension.

The design of the bike remains largely the same as that of its predecessor. But that’s not to say that the 2012 model doesn’t come with its share of improvements, particularly on the performance level.

We already know the bike carries a 249cc, liquid-cooled, four-stroke, four-valve, single-cylinder DOHC engine that delivers hard-hitting power across the rpm range. But for 2012, Kawasaki engineers wanted to create a bike with even more impressive top-end performance, which they accomplished by equipping its Digital Fuel Injection system with a second fuel injector –a first for use on production motocross bikes– located near the airbox intake. The all-new “upstream” injector helps build a wider and more potent spread of power as rpm climbs. The two fine-mist atomizing injectors that feed the 250cc four-stroke powerplant are distinct in appearance with different body sizes, but deliver the same per-cycle capacity.

Together, Kawasaki’s dual injectors offer the kind of a one-two punch that delivers more headings of fuel on acceleration to increase the high-rpm power and overall capabilities of the KX250F.

• 249cc, liquid-cooled, four-stroke, four-valve, single-cylinder DOHC engine delivers hard-hitting power across the rpm range
• Improved decompressor spring action for easier starting
• New nickel plating on cylinder walls has a higher adhesion factor for increased durability
• New connecting rod has a thicker stem for improved reliability
• New more rigid crankshaft is re-balanced for better performance and higher durability
• Thicker crank web design features a balance factor on par with the factory racers for reduced engine vibration, smoother power delivery and increased performance in the mid-high rpm range
• Revised ACG stator and rotor inertia complements the changes made to the crankshaft