Last week we got to ride the latest version of the Kove MX250. This is what the importer calls the “Gen Two” version. We tested the Gen One a year ago and found it was fun but not yet competitive. The chassis was modern and light but the motor was kinda slow. We had a blast riding it, but no one wanted to race it.
Now, the Gen Two version is here with a motor that has nothing in common with the original–not even the factory where it’s made. The steel-framed chassis is an evolution of the same one we tested before. Going strictly by appearance, there’s no clue that the bike is from mainland Asia. If you ground off all the logos, you would think it was a new bike from Austria or Japan. Politics play a huge role here. Tariffs have been proposed and the deadline keeps being kicked down the road. As of right now, the import duty on Chinese motorcycles sits around 37 percent. That almost certainly will change, but for now, the price for the Kove Gen Two MX250 is $6999, including tariff. The guys in Utah have just received a container with two more on the water so the price won’t change until some time next year.
The MX250 we rode actually is a personal bike owned by Joe Henner, who works for Kove. He was nice enough to let us break it in. The factory calls this model a Factory Edition, although for the U.S., there will be no standard edition. All the bikes imported will be equipped with a number of perks that include a KYB fork, a titanium exhaust, billet triple clamps, billet hubs, oversize spokes, billet linkage and a map switch. Aside from the fork all the components are sourced in China. As for the new engine, it’s a double overhead cam layout with finger followers and a five-speed gearbox.
Like I said, the previous Kove MX250 was a bike in need of development. Someone, apparently, has been doing that development. The new bike’s frame looks the same but is coupled with far better suspension. Both the front and the rear are right in the ballpark for a 160-pound Novice or Intermediate on a rough outdoor track. The overall handling is solid! It’s a very stable bike. There’s no wandering or headshake, just very predictable manners. The Kove is lighter than you might think. On our scale, it weighs 229 pounds. For reference, the Honda CRF250R is 6 pounds lighter and the Kawasaki KX250 is 3 pounds heavier. When you ride it, weight is the last thing on your mind.
The big news is that the new Kove finally makes enough power to at least run with current 250 four-strokes. Compared to the Gen One, it has more power everywhere; bottom, middle and top. Most of the power is concentrated in the middle. If you let it drop into the lower revs, it’s just a little lazy. On top, too, it gives away output in the form of revs. How fast is it really? Now we would place the Kove in the middle of the 250 pack of about 10 years ago. That means, to be blunt, that it’s about as fast as a current Suzuki RM-Z250. We will have a test of the Kove MX250 in the November, 2025 print edition of Dirt Bike.
IN THE WORKS
Test bikes are arriving in the Dirt Bike shop every day. Most are unchanged. The one big exception is the 2026 Yamaha YZ450F. We have one day of testing on the YZ so far and we are pumped. Actual reviews are embargoed until next week, so keep an eye out for a video on Dirt Bike’s Youtube channel. We’re also pumped to have some others return even if they are unchanged.
AND NOW THIS …
We don’t test many pit bikes, but this one looked like so much fun we just couldn’t resist. It’s the Denago MX3. It’s 140cc and sells for $1299. Why not have one or two? It will be in the December 2025 print issue.
See you next time!
