2025 MOTOCROSS ACTION 250 SHOOTOUT: SUZUKI, TRIUMPH, KAWASAKI, HONDA, YAMAHA, GASGAS, HUSQVARNA, KTM

The MXA wrecking crew is made up of a core group of racers who ride our test bikes year round in different races, living with each machine and learning the intricate details that distinguish each bike from the others. We do have multiple pro riders on staff, but our shootout rankings aren’t just a byproduct of pro opinions. We have a long list of novice and vet riders who don’t get as much TV time, but who hold equal weight when it comes to testing and ranking the bikes.

Our team of test riders gets hands-on experience with every bike, but we make a point to ensure no one gets too comfortable with just one brand. With the OEM machines getting better (for the most part) every year, it gets harder and harder to distinguish the best from the rest. Still, our aim is to highlight the differences and explain the pros and cons of each model so that our loyal MXA readers can make an educated decision before buying a new bike. Thanks to the introduction of Triumph, we have our first-ever eight-bike shootout with the best of Austria (KTM, Husky and GasGas), Japan (Honda, Yamaha, Kawasaki and Suzuki), and England (Triumph). 

It should be noted that Italian manufacturer Beta recently joined the motocross market, but they’re only making a 450RX. Since they don’t make a 250 four-stroke enduro bike, we don’t expect a 250RX motocross model anytime soon. Ducati is another Italian brand that is working hard on making a big, splashy entrance into the motocross world. They’re preparing to introduce their Desmo450 MX to the market in 2026, but we don’t have a timeline on when they’ll have a 250 four-stroke for sale. 

The populist chant that “all bikes are the same, so just buy the color you like” couldn’t be further from the truth. It is true that with a few aftermarket modifications, the fifth-place bike could be made to run with the first-place bike, but if those same aftermarket mods were made to the first-place bike, it would instantly pull back ahead of the fifth-place bike that much further. When putting together our rankings, we don’t factor in Factory Editions, Special Racers, Works Edition or Rockstar Editions. Why not? These are limited-edition models that are offered as small production runs with stupendous price tags. For example, the 2025 Honda CRF250 Works Edition has an upcharge of $2300 more than the stock 2025 CRF250. 

When it comes to collecting data, we’ve used the same calibrated grain scale to weigh all of our bikes for decades. We weighed all the 2025 bikes with Dunlop’s MX34 tires, even though Triumph and Honda come stock with Pirelli and GasGas comes stock with Maxxis. We also drain all the fuel out of the gas tanks before we put them on the scale. How come? Because we don’t want to reward an OEM for making a small fuel tank. When it’s time to dyno all the bikes, we put the fuel back in and take all eight bikes to Pro Circuit’s race shop where we use the same dyno and same former factory mechanic to run the dyno tests. We also don’t rely on earlier dyno runs that we made during the initial testing of each bike; we dyno’ed all eight bikes in our “250 Shootout” in quick succession on the same day so the results couldn’t be skewed by temperature and humidity differences. To control as many variables as possible, we make sure every bike is well broken in before it hits the dyno. 

EIGHTH PLACE: SUZUKI RM-Z250 — $8199

WHY SHOULD THE SUZUKI WIN THIS SHOOTOUT?

The Suzuki RM-Z250 deserves to win something because it’s built to last, handles corners with agility and offers solid low-end power that’s especially beneficial for novice riders. It requires minimal momentum and clutch engagement to get going.  

To celebrate 50 years of RMs, Suzuki is offering five different Throttle Syndicate graphics to choose from, each representing Suzuki’s heritage from the ’70s, ’80s, ’90s, ’00s and ’10s. Plus, if you buy a 2025 Suzuki RM-Z250 before December 31, 2024, it comes with a complete Pro Circuit T-6 exhaust system with a titanium muffler, carbon end cap, and stainless steel head pipe (retails for $1100). The aftermarket exhaust system increases low-end power and weighs 2 pounds less. 

Because the Suzuki hasn’t updated the RM-Z250 since 2019, it is often back-burnered by MXA test riders who feel they already have a good understanding of how the RM-Z250 performs. In all honesty, another brand would have to take a huge step backwards to displace any of the seven bikes higher up the totem pole. Yes, we know where the RM-Z250 is going to rank even before we start. However, we still apply due diligence to the RM-Z250 by testing it as thoroughly as any other 2025 250 four-stroke contender. Not surprisingly, our inexperienced test riders always appreciate the Suzuki’s cornering prowess and user-friendly low-to-mid powerband. It’s no secret that the RM-Z250 is the slowest bike in the group—with the worst suspension setup. Thus, expectations tend to be lower, leading to less criticism of its well-known flaws. Nevertheless, the inexperienced test riders’ enthusiasm wanes once they are assigned to ride it back to back with the other brands. 

One of the best features of this bike is its price. Starting at $8199, Suzuki dealers are often willing to negotiate to make them even more affordable. Since Suzuki hasn’t updated the RM-Z250 in the last seven years (notably lacking an electric start), they can keep the price competitive while others rise. While we have fading hope for updates in the future, we’re thankful that Suzuki still produces motocross bikes at this point. 

WHY SHOULD THE SUZUKI RM-Z250 LOSE THIS SHOOTOUT?

The 2025 RM-Z250 is hindered by its super-stiff Kayaba coil-spring forks and a rigid aluminum frame. On a smooth track, it can be enjoyable, but as the terrain becomes rougher, the bike is challenged. The low horsepower numbers also make it tough to race. Even if you have the money to spend on engine mods, the gap to the other brands is too much to make up. The RM-Z250 doesn’t like to be ridden high in the rpm range. It needs to be short-shifted. In its stock form, pushing the RM-Z250 too hard can cause the chassis to bind up, resulting in deflections over bumps and ruts.

WHAT DO WE REALLY THINK OF THE SUZUKI RM-Z250?

Ultimately, the Suzuki RM-Z250 ranks last in the “2025 MXA 250 Shootout” with harsh forks, low horsepower numbers, bone-jarring chassis stiffness, poor resale value and, of course, because it sits on the showroom floor as a 2025 model, but in reality it is a 2019 model. However, if you re-valve the suspension to suit your skill level and weight, you’ll find the durability, cornering capability and sharp looks of the Suzuki quite rewarding.

SEVENTH PLACE: TRIUMPH TF250-X — $9995

WHY SHOULD THE TRIUMPH WIN THIS SHOOTOUT?

The Triumph TF250-X does not feel like a first-year model. Other brands with more experience have done much worse with their first-year offerings. Triumph was smart. Not only did they hire an incredibly talented pool of engineers, consultants and test riders, but instead of trying to reinvent the wheel, they took heavy inspiration from KTM and the Japanese brands. The TF250-X engine is strong, snappy and exciting. It’s not the most powerful bike on the dyno, but on the track, it delivers respectable power with a linear pull and a pleasant note. The engine cases look very similar to the 2022 KTM 250SXF, and the bore and stroke matches it also. It feels light and nimble on the track—that’s because it is the lightest bike in the class at 221 pounds.

Ergonomically, the cockpit and seat feel a lot like the previous-gen KTM. It’s easy to grip this bike with your knees. With the $10,000 price tag and premium components, Triumph did not skimp on the details. We liked its D.I.D rims, Brembo brakes, Brembo hydraulic clutch, ProTaper handlebars and a triple-clamp-mounted hour meter (Honda, Suzuki and Kawasaki don’t come with hour meters).  The 1.8 radiator cap is a nice touch as well, but it’s jammed in a little too close to the frame to make it easy to access. 

WHY SHOULD THE TRIUMPH TF250-X LOSE THIS SHOOTOUT?

Truthfully, we’d like to stick the Triumph higher up in the rankings, but we dealt with a few large issues that can’t be overlooked. From the first test, the TF250-X was tough to shift. It was very notchy and required more effort than any other 250F on the market. Eventually, we engaged the Quick Shift mode to help it shift, but it wasn’t a fix-it-all mod because many of our test riders don’t like using Quick Shift. We did find that a Yamaha shift lever helped to band-aid the notchy shifting. Luckily, the Yamaha shift lever uses the same spline as Triumph and slips right onto the TF250-X. Plus, the Yamaha shifter tip has a stronger spring, and it’s closer to the ignition cover. The leverage helps improve shifting. We recommend Pro Circuit’s 2019–2025 Yamaha YZ250F/YZ450F shift lever (part number YSL19250). 

The second big issue with the Thailand-built TF250-X was its faulty ECU mapping. Cracking the throttle too quickly would cause our TF250-X to bog and die. We felt it in the pits and on the track. If you know it’s coming, you can avoid it and make the bike work just fine, but it hurts your confidence when a fuel-injected four-stroke bogs. We took the bike back to Triumph for a remap, and it came back worse. The mapping was too fat down low, and would blubber and sputter coming out of turns. Finally, we switched out the 2024 model for a brand-new 2025, which is the exact same bike, only with new graphics. The new bike didn’t have the low-end sputtering, but still had that same bog when you snapped the throttle quickly in the pits or on the track.   

The third issue is that we hate the plethora of button-head Torx bolts. Triumph told us at the intro that they’d be going to spec traditional hex-nut bolts in the future. We must assume that they meant they ran out of button-head Torx bolts. The worst thing about the button-head Torx bolts is that they are on components that you often adjust, like levers.

Our fourth issue is that both Honda and Triumph come with 100/90-19 rear tires (mounted on the required narrow 1.85 rear rim). Every other 250 four-stroke comes with a 110/90-19 rear tire mounted on a wider 2.15-width rear rim. Why did Triumph and Honda go with skinny 100-width rear tires? Certainly not for performance. The respective product managers just wanted to knock 2 pounds off of the bike’s total weight. 

On a final note, the footpegs also packed with mud very easily. We resorted to running Acerbis’ molded footpeg covers to keep mud out of the hinges. 

WHAT DO WE REALLY THINK OF THE TRIUMPH TF250-X?

We were blown away by the quality and performance of the TF250-X. Were it not for the shifting, bogging and mellowish powerband issues, this bike would have been a serious contender battling for a spot at the top of this list. However, because of the aforementioned issues, we have a hard time moving it up in the ranking against bikes that didn’t have issues this serious. Also, it’s such a new model that aftermarket tuners aren’t well acquainted with this bike yet, nor, as we found out, were the typical Triumph dealerships. 

SIXTH PLACE: KAWASAKI KX250 — $8999

WHY SHOULD THE KAWASAKI KX250 WIN THIS SHOOTOUT?

Last year’s 2024 Kawasaki KX250 edged out the KTM 250SXF on the dyno, and all of our test riders appreciated the KX250 powerband on the track. It didn’t feel as strong as the Austrian bikes across the board, but it was a giant step ahead of Honda and Yamaha in top-end power. We had complaints about the 2024 KX250 chassis and suspension, and for the 2025, Kawasaki did try to address our complaints. First, they switched out the ultra-stiff Kayaba forks for plusher Showa suspension. Second, they upgraded the KX250 frame to a version of the Kawasaki KX450 frame. These changes made the forks actually compress when hitting bumps, while the new frame geometry vastly improved the 2025 KX250 at corner entrance. 

WHY SHOULD THE KAWASAKI KX250 LOSE THIS SHOOTOUT?

The KX250 engine was very strong on the top end last year, and Kawasaki knew it needed to be better in the low to mid-range to keep up with the Austrians on the track. Kawasaki made efforts to improve the 2025 engine with a new cylinder head, new piston, more efficient intake and exhaust ports, and the 2025 KX250 airbox mimics the 2024–’25 KX450 airbox, which we’re highly critical of. Thankfully, they opened up the backside of the airbox on the KX250 to allow for more airflow. 

Unfortunately, overall, the 2025 engine took a step backwards. After riding the 2024 and 2025 KX250s back to back, the 2025 model has a smaller power window, and if you aren’t wringing out the engine at 100 percent, it feels like the rear brake is lightly dragging. At corner exit, the 2024 KX250 wanted to go, while the 2025 KX250 wanted to take its time. It’s not a slow engine, but you have to work harder and be aggressive with the clutch to get in the sweet spot of the power. The engine’s choked-up powerband negatively affected the chassis, and the forks smashed into the bumps instead of skipping over them. Like the KX450, this bike also vibrates more than any bike in the class, and the ECU mapping has room for improvement. “Light on” is supposed to be the aggressive map, but our test riders all think it’s the mellow map. 

The 2024 KX250 was rigid and difficult to turn, but the engine was friendly. The new KX250 is plusher and easier to turn, but the engine is a few steps off the pace. Our test riders reported that they could easily ride second gear in the turns on the 2024 model, but they were tempted to go to first gear in the tighter turns on the 2025 model. The rear brake is also too touchy on the KX250; it’s easier to lock up the rear tire on this bike than any other model. 

WHAT DO WE REALLY THINK OF THE KAWASAKI KX250?

MXA’s test riders have a hard time calling the KX250 “slow.” But, the power window is smaller than the other 250 four-strokes in this shootout, making it hard to find the power pocket. Two big selling points for the KX250 have to do with money. At $8999, the MSRP is higher than Honda and Yamaha, but since Kawasaki had to lower retail prices at the dealerships last year to move bikes off the showroom, being more expensive than your fellow Japanese competitors probably isn’t a great market strategy. On the plus side of the equation, Kawasaki’s Team Green contingency program is unmatched. Average racers can make serious green when racing green in 2025. 

Overall, the KX250 chassis is better than before, even though the engine isn’t as exciting as before. However, our test riders would have preferred to race the 2025 KX250 over the 2024 model because of the sleeker bodywork, plusher forks and how much better it is at turn-in. 

FIFTH PLACE: HONDA CRF250 — $8299

WHY SHOULD THE HONDA WIN THIS SHOOTOUT?

We always emphasize that the engine is more important in the 250 class and the chassis is more important in the 450 class. While it’s true that both are important in themselves, no matter which class you’re in, the chassis is much easier to manage on a 250 four-stroke because the engine is lighter, the rotating mass doesn’t import heavy influences on the chassis, and the reduced torque is more manageable than on a 450 four-stroke. 

Honda’s 2025 engines aren’t the strongest in either the 250 or 450 class, but the CRF450 placed second in the 2025 MXA 450 Shootout because our test riders loved the chassis so much and felt that the smooth and linear power helped the CRF450 work on the track. It’s a shame that Honda’s CRF250 placed so low in our 250 Shootout, but the blame falls on the engine. All of our test riders appreciated how easy the Honda was to turn and how nimble it was to whip, but wanted more straight-line drive. The Showa suspension was balanced and absorbed big hits well.

 WHY SHOULD THE HONDA CRF250 LOSE THIS SHOOTOUT?

Honda focused the majority of their R&D efforts on answering the Lawrence brothers’ chassis requests. The frame has the same geometry as before, but it’s constructed from 70-percent new components to improve the handling characteristics and makes the bike more planted on the track. When it comes to the powerplant, Honda redesigned the airbox, made the new exhaust straighter, added a stiffer crank and updated the ECU mapping. 

On the dyno, the 2025 CRF250 is only slightly stronger than the 2024 CRF250, which isn’t enough to keep up with the Joneses. When ranking our 250 Shootout contenders, we are looking for the best bikes to recommend for racing. While the Honda handles well, it struggles to keep up with the Yamaha, KTM, Husky and GasGas because of its mellow powerband. We also aren’t huge fans of the cable clutch or the raspy-sounding muffler on the CRF250.

WHAT DO WE REALLY THINK OF THE HONDA CRF250?

The 2025 Honda CRF250 is two steps ahead of last year’s CRF250, and thanks to the Honda CRF250 Works Edition, we know that you can get a lot of extra performance out of the CRF250 once you spend beaucoup money. The CRF250 is one of the most affordable bikes in the class at $8299 (only $100 more than the RM-Z250). And, if you pay the extra $2300 for the CRF250 Works Edition, which features cylinder head mods, a Yoshimura exhaust, updated ECU settings, hydro-clutch, and coated suspension, you’ll enjoy the confidence-inspiring Honda chassis with an engine that could have battled for first place in this year’s 250 Shootout. For context, the CRF250 Works Edition costs $10,599, and the KTM 250SXF costs $10,299. 

Ranking this bike fifth was tough for most of our test riders, but the fact that KTM has three nearly identical (and fast) horses in the 250 Derby, it’s hard for the Japanese brands to get on the podium. Some of our test riders preferred the CRF250 over the YZ250F, but the majority of them placed the CRF250 behind the Yamaha YZ250F in the rankings because the Yamaha has a better engine, while the Honda has a better chassis. 

FOURTH PLACE: YAMAHA YZ250F — $8899

WHY SHOULD THE YAMAHA YZ250F WIN THIS SHOOTOUT?

The Star Racing Yamaha team is known for having the fastest bikes on the track, and their hard work has delivered great marketing for Yamaha’s YZ250F. The Yamaha YZ250F has the most exciting engine in the class. It’s loud and torquey. The rev limiter kicks in quickly, making you feel like you’re going fast on the track. We consider the YZ250F to have the second-best engine in the 2025 MXA 250 Shootout; however, KTM, Husky, and GasGas all have the same first-place engine. Last year, the YZ250F was completely redesigned, incorporating all the chassis upgrades that got handed down from the 2023 YZ450F. The 2023 engine remained largely the same, but it did gain a larger airbox and a stronger cam chain.

For 2025, the YZ250F gained a new rising-rate linkage along with new suspension settings to boost hold-up and stabilize the handling of the YZ250F. The updated SSS forks don’t dive as easily as they did last year when coming into turns, and the bike feels more racy. The footpeg mounts were also shaved down to keep riders from standing on them. Of course, Yamaha’s free Power Tuner smartphone app still offers an impressive range of customization for riders who want to increase or decrease engine braking and throttle response. 

Last year, the seat was redesigned to be flatter and 5mm taller in the center, while the footpegs were made 5mm lower and set 5mm further back, which helped open up the cockpit, but the 2025 YZ250F cockpit was ruined by the most uncomfortable seat in the class. Guts Racing makes a flatter seat foam to fix this. The slimmer shrouds and the hidden fuel cap under the seat give the bike a modern appeal and offer the rider room to move. 

WHY SHOULD THE YAMAHA YZ250F LOSE THIS SHOOTOUT?

Yamaha promoted the new intake system with its domed 3D air filter, 30-percent-larger “clean side” of the air filter boot and a bigger airbox, as well as updates aimed at enhancing top-end power on the YZ250F. Unfortunately, this update took the YZ250F one step forward and two steps back. While the top end got 5 percent better, the bottom-end throttle response got 15 percent worse, with a reduction in low-to-mid power and an increase in engine braking. 

The 2025 YZ250F engine is still strong with an impressive amount of torque down low. However, it revs out too quickly, and our test riders had to shift more on this bike than any other model. We recommend switching from the stock 13/50 gearing to a taller 13/49 combo to help each gear pull a little longer. We also aren’t huge fans of the cable clutch on the YZ250F and wish that Yamaha offered the same GYTR hydraulic-clutch setup option from the YZ450F on this bike as well. 

WHAT DO WE REALLY THINK OF THE YAMAHA YZ250F?

We know Yamaha lovers won’t like seeing this bike in fourth place, but we aren’t being paid to make friends; we’re paid to write honest tests. It’s easy to be deceived by the YZ250F engine because it’s strong in the mid-range, extremely loud and the rev limiter comes into play very quickly. When you ride it back to back against the three Austrian steeds, the YZ250F is harder to go fast on. You have to be lightning quick with your left foot to ensure you grab the next gear at the right time. Still, the YZ250F is a force to be reckoned with; we love its suspension and midrange.

THIRD PLACE: GASGAS MC250F — $9599

WHY SHOULD THE GASGAS MC250F WIN THIS SHOOTOUT?

As a sibling to KTM and Husqvarna, the MC250F shares many advantages with its Austrian counterparts, but is offered at a more affordable price— it retails for $800 less than the KTM 250SXF. The formerly Spanish brand was bought by the Pierer Mobility Group and began platform-sharing with KTM in 2021. This year, the GasGas’ MC250F gained the same updated frame as the 2025 KTM 250SXF, with the cutout shock tower, thinner-wall chromoly steel-tube thicknesses and new shock linkage. 

The GasGas MC250F deserves its place in the sun because it is a beneficiary of the class-leading chromoly steel frame, powerful high-rpm engine and highest-quality clutch with a CNC-machined steel basket and the primary gear integrated into the backside of the basket. The GasGas is equipped with the same engine, frame, subframe, swingarm, braided steel hoses, Pankl transmission, and new head stays as its orange and white relatives. However, GasGas maintains its own identity with a few modifications adopted to help reduce the price, and tweak the power and handling, giving it a unique character with softer suspension valving than the KTM.

WHY SHOULD THE GASGAS LOSE THIS SHOOTOUT?

The 2025 MC250F has been intentionally detuned by its Austrian parent company to ensure it doesn’t overshadow KTM. How so? Even though it has the capability of using the ECU’s aggressive map, Quick Shift and traction control, courtesy of the same electronics as KTM, those electronic extras can’t be accessed, because in stock trim, the GasGas doesn’t come with the map switch. It’ll cost $180 to buy the easy-to-install switch. Additionally, the 2025 GasGas comes with Braktec brakes and Braktec hydraulic-clutch slave unit. The original iterations of Braktec components were horrendous, but the 2025 GasGas brakes and clutch aren’t bad. They are comparable to Nissin components on the Japanese bikes, but still inferior to the Brembo parts on KTM and Husqvarna (it should be noted that Brembo owns Braktec).

The GasGas MC250F also comes with forged aluminum triple clamps (instead of CNC-machined clamps), softer suspension settings, a more restrictive airbox cover and the muffler has an internal restrictor screen. The MC250F also comes with Maxxis MX-ST tires instead of Dunlops, 12mm-taller silver handlebars and a 52-tooth sprocket (instead of a 51). While some of these differences, such as the suspension, clamps and tires, don’t necessarily make the bike worse, the detuned power and weaker Braktec brakes lower its overall performance. The airbox is also more restrictive on the GasGas than KTM, and that mellows out the throttle response.

WHAT DO WE REALLY THINK OF THE GASGAS MC250F? 

While the GasGas MC250F is softer, less responsive and not quite as fast as the KTM, it’s still an impressive machine with the potential to be KTM-quick after a few simple mods. Test riders, from slow to fast, appreciated the comfort of the WP suspension, and although the Braktec brakes aren’t as good as Brembos, we like that there’s a noticeable distinction between the three Austrian brands.

SECOND PLACE: HUSQVARNA FC250 — $10,499

WHY SHOULD THE HUSQVARNA WIN THIS SHOOTOUT?

The Husqvarna FC250 is the KTM’s shorter brother. The 10mm-shorter forks paired with the shock’s longer seal head and revised linkage ratio help make the Husqvarna sit 1 inch lower to the ground than the KTM and GasGas. Our vet test riders flocked to the FC450 model, but our pro- and intermediate-level test riders prefer the full suspension travel of the KTM 450SXF. But, in the 250 class, our fastest test riders didn’t mind the shorter suspension. 

For beginners, novices, vets and fast guys, the FC250 stays stuck to the ground with confidence-inspiring traction. The footpeg-to-seat height is exactly the same as KTM and GasGas, but the ProTaper handlebars are slightly lower, flatter and wider than the KTM’s stock non-branded Neken bars (and they are 15mm lower than the tall non-branded GasGas bars). 

The Husqvarna FC250 engine wants to be revved to the moon, and it feels like it never stops making power. With the same engine and electronics as the KTM 250SXF, this engine matches the 250 Shootout winner in all areas except throttle response. The Husky airbox is more closed off, while the KTM 250SXF has two large vents underneath the seat. Both KTM and Husky come with vented airbox covers as well that also help boost bottom-end throttle response. 

For the last two years, we complained about the harsh nature of the 2023–2024 Austrian 450 four-strokes, but we weren’t as critical of the 250 models. But, to their credit, KTM took the time to totally redesign the flex characteristics of the 2025 chromoly steel frames by adding an updated linkage and taller chain slider (to help optimize chain torque). This chassis breaks in easily and is now more compliant on the track. Where the 2023–’24 models would deflect in the rough chop, the new FC250, MC250F and 250SXF are more forgiving.

WHY SHOULD THE HUSQVARNA FC250 LOSE THIS SHOOTOUT?

Our test riders had a very hard time finding reasons to complain about the Husqvarna FC250. The biggest gripe we have with this bike (and its red and orange siblings) are the spokes. The spokes come loose if you don’t keep a close eye on them while breaking in your wheels. For the first few hours on your new Austrian bike, check your spokes after every moto until they take a set and stop coming loose. Usually, you can gauge if the spokes are loose or not by checking to feel if the spokes next to the rim lock are tight. We recommend Fasst Company’s spoke torque wrench to make sure you don’t overtighten your spokes. 

WHAT DO WE REALLY THINK OF THE HUSKY FC250?

We said it in the 450 Shootout and we’ll say it again: the KTM group has three different brands, which means they can target three different audiences. The Husky FC250 is great for shorter riders, vet riders, women and young riders who are jumping onto a 250 for the first time. With a lower seat height, the FC250 isn’t as intimidating as the taller bikes, and with a smooth and linear engine, the FC250 is very user-friendly. 

FIRST PLACE: KTM 250SXF — $10,399

 

WHY SHOULD THE KTM WIN THIS SHOOTOUT? 

For the third consecutive year, the KTM 250SXF has earned MXA’s 250 Bike of the Year award. We wish we could award another manufacturer with the top spot, or that KTM didn’t have its white and red brethren being pulled along in its draft, but when you make the best bike, it’s logical that its brothers come along for the ride—sort of like a mechanical version of the Lawrence brothers. When it came time to finalize our 250 Shootout results, nobody could see a world where KTM wasn’t first. The engine stands out as the clear winner, with its only competition being Husky and GasGas. The Yamaha YZ250F has a better punch in the low to mid-range, but the Yamaha’s power window is much smaller. It’s harder to get into the power, and it runs out of juice quickly. The KTM (and Husky/GasGas) engine is strong through the rev range and wants to keep pulling. The hydraulic Brembo clutch is the most durable in the class, and as we’ve mentioned many times before, it’s the only stock clutch used by factory teams in AMA Supercross and the AMA Nationals. 

The first reason this bike sticks out above the GasGas and Husky is the subframe design. It allows for an open area beneath the seat, enhancing airflow to the intake and providing a more exciting throttle response. It also has more racy suspension settings that fit the largest number of riders. 

In 2023, KTM introduced an engine with improved bottom-end torque and greater straight-line stability, thanks to the new anti-squat frame, shock, swingarm design, lowered engine and rotated engine position within the frame. It’s easy to get comfortable on the stock KTM 250SXF—simply set the sag at 105mm, adjust the fork air pressure to 10.7 bar (customized based on your weight) and enjoy the ride!

WHY SHOULD THE KTM 250SXF LOSE THIS SHOOTOUT?

Since 2022, the 250SXF has gained weight. It went from 218 to 224 pounds, and for 2025 it lost 1 pound, thanks to the frame cutouts. Of course, there are ongoing issues with spokes loosening during the engine break-in period. Additionally, the WP XACT air forks (shared with Husky/GasGas) can be finicky, requiring regular air-pressure checks at the start of each ride and throughout the day, especially in warmer conditions. Our test riders don’t mind the air forks, and we’ve seen pros like Aaron Plessinger and Tom Vialle race with the stock WP air forks at the Nationals, but most riders we see locally prefer to ditch the air for very expensive coil-spring conversion kits.

WHAT DO WE REALLY THINK OF THE KTM 250SXF?

The powerful engine, comfortable and confidence-inspiring WP suspension, durable hydraulic clutch, reliable Brembo brakes, easy-to-use Twin Air filter, and hand-adjustable suspension clickers all contribute to a bike that effortlessly handles rough terrain, outpaces competitors on straightaways, and navigates corners with precision. When it came time to rank the 250s, our test riders had zero debate on the winning bike; the difficult decisions were all made behind the orange curtain. 

There are 10 categories on MXA’s dyno chart that cover horsepower by brand at 6000 rpm, 7000 rpm, 8000 rpm, 9000 rpm, 10,000 rpm, 11,000 rpm, 12,000 rpm and 13,000 rpm, plus peak horsepower and torque. The blue boxes signify the bikes that are the best in that 1000-rpm range, while the light-blue boxes show the bikes that are the worst in each rpm category. Most of the light blue boxes are attributed to the Suzuki RM-Z250. 

These are the actual weights of the current crop of 2025 250 motocross bikes (from lightest to heaviest). They have been weighed on the same calibrated balance-beam scale under the official AMA and FIM system of empty gas tanks but all other fluids. The KTM, Husqvarna and Yamaha all tie for second. 

“Suggested” is the key word in “Manufacturer’s Suggested Retail Price.” Suzuki offered rebates right away on their 2025 models, and last year, almost all the 450 models saw price drops at the dealerships to get rid of the remaining 2024 bikes. Kawasaki dealers were advertising KX450s at $5999 (plus fees), and GasGas had a promotion to give away a free electric mountain bike with its 2024 models. Honda and Yamaha are the only brands that didn’t raise their prices for 2025.

Peak horsepower is the single-most talked-about number and, paradoxically, one of the least important numbers to pay attention to; however, if you look at peak horsepower and where on the rpm curve it is reached, it does give you a clue as to where the apex of a bike’s powerband lies.

Torque denotes the rotational force produced by an engine, which ultimately powers the vehicle’s motion. Torque is commonly measured in pound-feet (lb.-ft.). There is a point of peak torque beyond which torque declines, even as the rpm continue to increase. Horsepower is calculated by torque multiplied by rpm, divided by a constant (5,252).

MXA VIDEO: THE LONG-AWAITED 2025 250 SHOOTOUT