Fantic is not a new manufacturer. In fact, they have been around for decades. But in 2019 a new era was born. In 2019 they released the XX125 2-stroke competing in the EMX125 series. Finding success early on led them into the EMX250 class with their XX250 2-stroke.
2024 they have mounted a full-scale attack on the premier classes with Breceras and Kay Karrsmakers in MX2 and, Brian Boger and Glenn Coldenhoff in the MXGP class. They have already hit some big milestones with hole shots and qualifying race wins, they are yet to make it up to the overall podium but something tells me it won’t be long.
The XXF 450, XX250, and XX125 have seen little changes heading into 2025 but the XXF 250 has had a real going over. 2024 saw a new XX450 and the same upgrades have now been made to the XX250.
A new frame and engine components spearhead the upgrades. The new frame is the same as the 2024 YZ250F but don’t be fooled into thinking you are just buying a Yamaha in a wig. The handling is very similar to the Yamaha, in that it corners incredibly well but you do lose a bit of the straight- line stability with this new frame. The new frame coupled with the KYB suspension makes light work of choppy ruts and acceleration bumps. Under breaking the frame feels quite heavy if you are going through large breaking bumps but I found if you just twist the throttle slightly (even with the brakes on) it frees up the suspension and really aids your balance and precision coming into thecorner.
The engine characteristics are totally different from that of the Yamaha. I found 2nd and 3rd were short gears so I was shifting up to 4th very quickly coming out of the corners. This did however allow me to pull 3rd gear around a lot of the corners and only have to drop down to 2nd on the tight hairpin bends. The standard gearing is 50:13. I think if you went down to a 49T on the rear it would allow you to use 2nd and 3rd a little longer but would still pull 3rd in a lot of the turns.
Fantic are strong believers in their slogan “Factory Feeling”. This is apparent across the entire range with some parts as standard that most would consider after-market. The titanium Arrow muffler is just one of the factory parts that comes standard. The new exhaust system has also been upgraded to meet the 2025 FIM noise restrictions.
Also new for 2025 on both XXF 250 & 450 is the addition of the mapping box located next to the kill switch. With the new box comes the ability to alter maps and settings via the GET app, as well as keep track of engine hours and many other things. To connect your phone you simply tap the electric start to turn on the bikes Wi-Fi, this will then come up on your phone where you enter the password and it will automatically connect to the app.
Both 250 & 450 come pre-set with 2 maps (standard and mellow). Map 1 is standard and Map 2 is mellow. Both of these can be altered via the app to be as aggressive or as mellow as you like. You select the map by pressing to button next to which map you want to use. It is as simple as that.
The new mapping box also has traction control and launch control. I will start with traction control as that is straightforward. To turn on the traction control, you just hold the TC button until the number 1 flashes up on the box. This is the lowest level of TC, you can then go up to 2,3,4, and so on up to 10 by pressing the map 1 button. I used all forms of TC and didn’t notice big differences between each one but there is a big difference between 1 & 5 and 5 & 10. So that is definitely worth playing around with.
Now the launch control. I am a big advocate for LC and think if used correctly is a big advantage. Each map has its own LC where you can alter the RPM via the app depending on the condition of the start, eg: concrete you would want low RPM, a grate you would want higher RPM. To set the launch control, while the bike is idling, you need to press both map 1 and map 2 buttons simultaneously. After a few seconds a red “L” will appear on the box, this means that the LC is set.
Unlike other manufacturers where you can hold the throttle to the stop and the LC retards the ignition, you have to get to the RPMs set in the map. You know you are at the correct RPM because the red “L” will turn green. Similar to the GET system where you have the lights on the front fender. Once the “L” is green just hold the throttle there and wait for the gate to drop.
The launch control is very effective and is definitely noticeable if you do a start back-to-back without it on. The biggest issue with the mapping box is the placement. When you are doing a start and you’re locked in with your head over the handlebars looking down at the gate, it is next to impossible to see the light change from red to green. The best solution that I have found is to mount the box behind the front plate. This makes it much easier to see the light change from red to green whilst still being able to see the gate.
Overall the XXF250 is a very strong package. If you are at a high level and want the most out of your machine, the Fantic motor is a great place to start as it already puts out a good amount of horsepower. Likewise, if you are just a weekend warrior, with the KYB suspension and the characteristics of the motor, the bike is very user-friendly and is not going to put you in a position where you, let’s say “run out of talent”.
Before I wrap up I want to touch on the Fantic XX125. All Fantic 2025 models are 5mm slimmer than 2024 with the exception of the already updated XXF450. The new slimmer body makes the 125 an incredibly fun bike to ride. Easy to throw around and encourages you to try and find that limit. The XX125 is an incredible 125 straight out of the crate, with the mapping system, upgraded ignition, and Aarow exhaust system it is one of, if not the most powerful 125 in stock form. With the increase in 125 racing especially in the EMX series, Fantic is keen to not fall behind. KTM group has its power parts, and Yamaha has the GYTR parts. With that in mind, Fantic now too has its own bolt-on upgrade kit.
The kit consists of:
3 rear sprockets. 51,52,53
cylinder head cover
cylinder head insert
cylinder
high compression piston
full exhaust system
ECU
stiffer clutch springs
uprated sprak plug and cap
They estimate that it will cost around £3000 roughly. This is subject to change with import costs and so on.
If you are looking for some more top-end performance on your 125, then this is going to be right up your street. However, if you’re a heavier guy and want some more bottom end I would look elsewhere.
The kit is very effective if you are a 50kg-60kg rider who has the revs high and the throttle around to the stop. But if you are like me and a little lazy, relying on bottom-end torque to pull you along you will struggle with this kit. It is very much aimed at an EMX125 rider who is getting everything out of the bike. The kit really takes away from the bottom end so if you are not high in the RPMs it will bog and struggle to pick up. My suggestion to you would be to try a different ignition, one that is tailored to a bit more bottom end.
At the end of the day, the XX125 is an incredible engine for most, and unless you are racing in deep sand it will fare just fine against most 125s on the gate.
Tested and written by Brad Wheeler
