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Kawasaki engineers met the challenge and answered the call with the new 2009 KX250F. This world-beating racer has been thoroughly reinvented with a new slimmer look, lighter handling, better ergonomics and a host of changes that enhance engine performance and improve durability.
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The 2009 KX250F features a cylinder head with a new intake port design that’s smoother, freer flowing, better sealed and holds new stronger titanium valves with a longer service life. New factory-level crankshaft balance and a tapered titanium exhaust pipe add up to smoother and more impressive power delivery from the 249 cc, liquid-cooled, four-stroke engine.
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A revised crank web significantly increases the crankshaft balance factor to a level on par with Kawasaki’s factory racers. The end result is reduced engine vibration, smoother power delivery and a noticeable improvement in low rpm throttle response. From the first crack of the throttle, to wide-open at the rev limiter; this new engine generates controllable, class-leading performance.
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The KX250F’s engine cooling capacity was increased via a new water jacket routing for more effective flow and larger radiators with new louvers for enhanced thermal efficiency. Increased from three to four blades, the new louvers are smaller with a shallower angle to flow more air.
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Engine oil volume was lowered to 1.3 L to reduce weight and mechanical loss while a new KX450F type crankcase scavenge pump oil filter was added for easier maintenance. The transmission durability was boosted with a bigger interval between the gear shafts that allows the use of stronger gears, and there are new, stronger clutch and generator covers.
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By switching to a new ratchet drive shift mechanism and integrating the clutch cable holder into the crankcase; Kawasaki’s engineers were able to deliver improved shifting and clutch lever feel from the new transmission. The lever ratios, spring rates and shaft locations were also revised.
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Part of the KX250F’s slimmer feel is its new aluminum perimeter frame and sub-frame. A blend of forged, extruded and cast parts, the new frame uses fewer parts and gussets, is 2.2 lbs. lighter than the 2008 model and is designed to provide enhanced stability with a better rigidity balance and improved drive from the rear tire. The main frame spars were reshaped and provide a 6 mm narrower overall profile at the rider’s knees. A new manufacturing process and down tube design shed weight, and work in harmony with relocated engine mounts to improve rigidity balance.
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Working in conjunction with the frame revisions is a new aluminum swingarm now pivoting from a higher position on the frame for improved traction. It is now a lighter, more tapered design with a “D” profile and a new cross bracket. A longer rear suspension stroke, and thus more precise rear suspension tuning, was achieved by mounting the suspension arm of the Uni-Trak® rear suspension system below the swingarm.
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A new rear Showa shock with a large 50 mm piston diameter has a revised layout and damping characteristics that offer better response, improved bottoming performance and ride feel. Also featuring a Kashima Coat on the shock internals, the rear shock settings should please riders.
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With the chassis balance and suspension settings tuned to suit experienced racers, the KX250F offers a host of new features for better cornering and handling. Included in the Showa fork upgrades is a Lites-class first; titanium coated inner tubes. This dark navy blue coating not only decreases stiction, but also provides a super-hard surface to help prevent scratches and damage to the tubes. Further contributing to smooth suspension action; the inner surface of the outer fork tubes has a friction-reducing Kashima Coat treatment.
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Optimized rigidity balance was achieved by reshaping and stiffening the upper triple clamp, as well as reshaping and decreasing the rigidity of the outer fork tubes. A 1 mm reduction in fork off-set, revised suspension settings and enlarged, wrap around tube guards round out the fork enhancements.
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Durability improvements weren’t limited to internal components on the new KX250F. Its larger, resin skid plate and narrower, longer lasting chain guide - both offering greater protection without higher weight - are examples of the race-oriented durability improvements that abound on the new KX250F. Part of the sleek new bodywork styling, the one-piece, dual injected, two-tone black and green plastic shrouds and side number plates translate into less time hassling with backgrounds and graphics and more time collecting trophies. Plus, the longer lasting finish, with fewer graphics to wear off, helps stretch racer’s dollars that much further.
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In addition to giving the KX250F a stunning new look; the completely revised bodywork was designed with rider comfort and ergonomics in mind. Offering the rider an even slimmer interface with natural positioning makes it easier for racers to stay relaxed and in control. Ergonomic enhancements include improved feel from the wider 50mm foot pegs, a slimmer new seat design with firmer urethane foam, a non-slip top surface and smooth sides provides good seated grip and excellent rider mobility.
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The rest of the KX250F is equally impressive, with premium-quality Renthal aluminum handlebars included as standard equipment along with black triple clamps, number plates, engine covers, hubs and wheels. Factory-style graphics finish off the package and compliment the KX250F’s stellar on-track performance.
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Racers who ride their KX250F at designated events are eligible to receive support from Team Green™, Kawasaki’s amateur racing support program. Each year, Team Green provides regional support vehicles and highly trained technicians at more than 100 events, offering technical information and assistance to those who race Kawasaki products. Kawasaki also offers a comprehensive contingency program for amateur and professional riders who place well at designated events.
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249 cc, liquid-cooled, four-stroke, four-valve, DOHC engine delivers hard-hitting power from mid- to high-rpm
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Engine oil capacity decreased from 1.5 L on previous model to 1.3 L, reducing overall weight and mechanical losses
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New cylinder head has revised intake ports for improved performance at all rpm, especially in the high-rpm range
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Special coating applied to the intake port cores during the casting process gives the intake ports extremely smooth surfaces and increased intake efficiency across the rev range
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Head gasket now silicon coated for improved sealing
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New cam chain tensioner spring reduces mechanical loss by approximately 30 percent
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Formed from a new, highly rigid, titanium material, the lightweight 31 mm intake and 25 mm exhaust valves reduce reciprocating weight and offer greater high-rpm reliability
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Ultra-strong valves have extremely thin valve stems on par with those found in supersport machines with the intake valves featuring 0.25 mm thicker heads for increased strength
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Tapered, expanding from approximately 35 to 45 mm for better throttle response and performance at all rpm
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New silencer body shape to meet 99 dB AMA noise regulations
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A revised crank web significantly increases the crankshaft balance efficiency; it’s now on par with the factory racers
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Results in reduced engine vibration, smoother power delivery and increased performance in the mid-high rpm range
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New 6.4 mm wider radiators have a 6 percent larger capacity than previous model
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Very slim, high-capacity Denso radiators feature tightly packed cores and a fin design deliver superior cooling efficiency for excellent heat dispersion
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Radiator louvers increased from three to four and decreased in size and angle for less overlap and higher air flow
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Revised cylinder head water jacket routes coolant via the front of the cylinder head for a more even cooling performance
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Ratchet drive shift mechanism replaces the previous models gear driven system for improved shift feel and durability
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Improved feel at the clutch lever by integrating the clutch cable holder with the crankcase
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Increasing the interval between gear shafts 1 mm further allows stronger gears to be used
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KX450F type crankcase oil filter added
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Relocated scavenge oil filter screen (with new shape) can be accessed without splitting the crankcases, facilitating easier maintenance
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New clutch and generator covers for increased rigidity and better crash survivability
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Frame has a new 6 mm slimmer overall width main spars shape - narrowing near the bend below the seat for a riding position, then widening at the ankles to offer better grip
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Newly designed main, lower and gusset pieces around the fuel tank with revised cross sections
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Rigidity increased by moving upper engine mounts to sides of the head cover
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New design is 2.2 lbs. lighter than previous model
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Weight savings and rigidity balance aided by down tube with a smaller cast bracket that’s now formed via a swaging (squeezing and hammering) process
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Swingarm pivot is located higher in the frame for improved rear wheel traction
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Sub-frame is 1.3 pounds lighter via larger diameter tubing with thinner walls, yet still provides a secure mounting for the new silencer
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New tapered “D” shaped cross section design is 5 mm taller at the front (up from 74 to 79 mm) and 2 mm shorter at the rear (down from 60 to 58 mm)
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Features a new cross bracket design
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Provides a 0.9 lbs. weight savings over the previous model
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Alloy swingarm uses a cast front section, tapered hydroformed spars and forged chain adjusters
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Uni-Trak® rear suspension system mounts the suspension arm below the swingarm, allowing a longer rear suspension stroke and more precise tuning
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Design improves stability, rigidity and rear wheel traction
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Showa twin-chamber fork keeps oil and air in separate chambers for stable damping performance during long motos
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Super-hard titanium coating on the outer surface of the inner fork tubes reduces stiction and improves suspension action. The increased surface hardness of the dark navy blue coating also helps prevent scratches and damage to the tubes
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Friction-reducing Kashima Coat on the inside of the outer fork tubes contributes to smoother suspension action, especially during the initial part of the stroke
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Ideal rigidity balance via increased rigidity in the reshaped upper triple clamp and decreased rigidity of the outer fork tubes
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Offset decreased from 24.5 mm to 23.5 mm, which combined with the frame’s revised rigidity balance and revised suspension settings, helps produce lighter handling
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Enlarged, wrap around black fork tube guards provide greater protection for the inner tubes
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Revised race-oriented suspension settings offer all-around performance improvement
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New Showa rear shock features a revised layout and revised damping characteristics for improved performance
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Better response and improved feeling, even when fully-bottomed
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Features Kashima Coat on the tank cylinder for reduced friction and smoother suspension action
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Rear shock features dual compression adjustability, allowing high-speed and low-speed damping to be tuned separately
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Easier accessibility for tuning
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Resin material offers greater protection without a weight increase
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More slim and compact, down from 42.7 to 34 mm wide, with 2 mm thicker wear pad
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Reduced weight and longer wear
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Foot peg width (front to rear) increased from 46 mm on previous model to 50 mm for improved feel
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All-new body work and graphics
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New dual injected 2-tone, one-piece plastic shrouds and side number plates
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Right side panel has an added passageway to aid in cooling the silencer
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Black plastic covers, triple clamps, number plates, and engine covers
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Rims are coated in black alumite –just like the factory racers
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New seat design that’s slimmer with firmer urethane for improved ergonomics and feel
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Seat has a slip-resistant top surface for good grip when seated and smooth sides for excellent rider mobility
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Larger front brake lever boot offers increased protection against dust
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Clutch cable boot features a large quick adjuster, for easy clutch cable play adjustment on the fly
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Throttle grip has a one-piece collar that provides additional stability during throttle operation
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Lightweight short-length grips feature a pattern designed to provide excellent grip
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Rear caliper guard protects the caliper from damage
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Ribless rear hub and butted spokes reduced unsprung weight
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