⟲ 360° — drag meThe facts.
| Brand | Akrapovic |
|---|---|
| Part number | S-K2MET10-FDHLTA |
| Fitment | Kawasaki KX250 and KX250X (2025–2026) |
| Line | Evolution Line (Titanium) — complete system |
| Weight | 3.47 kg (stock 4.41 kg, saving 0.94 kg / 21.3 %) |
| Power | 41.7 PS (stock 41.3 PS, at 13,000 rpm) |
| Torque | 26.4 Nm (stock 26.3 Nm) |
| Engine | Single-cylinder 250 revving to 13,000 rpm |
| Road approval | None — closed course competition use only |
DescriptionThe whole story▼
Thirteen thousand revolutions per minute. That is where a modern 250 motocross engine makes its peak, and it is the number that explains why the gains on this system look small on paper: on a 250 there is very little left on the table, and what an exhaust buys is weight and throttle response rather than headline power.
Key Features
- Full titanium system for the 2025 and 2026 KX250 and KX250X
- 3.47 kg instead of 4.41 kg — 0.94 kg less, a fifth of the exhaust gone
- 41.7 PS at 13,000 rpm, marginally above the 41.3 PS standard figure
- Torque essentially unchanged at 26.4 Nm
- Built with the Akrapovic Racing Department
Why the numbers are honest
Akrapovic publishes 0.4 PS and 0.1 Nm. Another manufacturer would round that up and put a bar chart next to it. The truthful reading is that a current KX250 leaves the factory close to what the rules and the port timing allow, and a pipe is not going to change that.
What the system does change is 940 grams of mass carried high on the right-hand side, and the sharpness of the response when the throttle is cracked open out of a corner. Those are the things a rider notices in the second moto.
The 250 class
A 250 four-stroke motocrosser is ridden differently from a 450: it is kept on the pipe, it is revved and it rewards momentum. Every gram taken off the machine matters more, because the rider is doing more of the work of moving it around.
Kawasaki builds the KX250 and the KX250X — the cross-country version with a different gearbox, a kickstand and a larger tank — on the same chassis, and both take this system.
Not for the road
No EC or ECE approval. Akrapovic marks the system for closed course competition only, and a KX250 has no road registration in the first place. This matters where a bike is used on private land next to a public track — the system does not make it road legal.
Developed with the Racing Department
Akrapovic states that this system came out of close work with its own Racing Department rather than from a catalogue engineering team. That department builds for factory motocross and rally programmes, and what it learns about header length, wall thickness and mounting under real race loads goes into the production parts.
It is a claim that is easy to make and hard to check. What can be checked is the construction: welded rather than clamped brackets, a header formed in one piece rather than assembled from bends, and a silencer body that carries its own mounting rather than hanging off the subframe.
Fitting and what is in the box
A complete system replaces the header and the silencer together. That means the standard exhaust comes off entirely, and the fit depends on the airbox, the frame rails and the shock reservoir being where Akrapovic expects them.
Akrapovic supplies the springs and the mounting hardware the system needs. What it does not supply is a new gasket for the exhaust port — that is a Kawasaki part, it costs very little, and fitting a titanium system onto a flattened old one is a false economy.
Article number
Akrapovic lists this system as S-K2MET10-FDHLTA. It is the newest of the motocross systems in this catalogue, listed only for model years 2025 and 2026.
DownloadsInstructions▼
FitmentWhich bikes this fits▼
- Kawasaki KX250 (2025–2026)
- Kawasaki KX250X (2025–2026)
- Closed course competition use only
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