The Yamaha YZ250 makes riding motocross even more fun that it already is.
Photography by Kit Palmer
It’s funny how the company that some people considered “killed” the two-stroke is the same company that is trying to keep it alive. And they’re doing a good job of it. There’s no doubt that when Yamaha introduced the very first production four-stoke motocross bike—the 1998 YZ400F—that was capable of competing against (and beating) two-strokes, it marked the beginning of the end of the slow death of the big-bore two-stroke in professional motocross racing. But you can’t blame Yamaha, because if they weren’t the first ones to do it, somebody else would have.
In 1998, the four-stroke craze took off and by 2009, only one—Yamaha—of the Big Four Japanese manufactures was still producing full-size two-stroke motocrossers. Yes, Yamaha remained faithful to the ring-ding fan and continued to produce its YZ125 and YZ250 motocrossers, even though they couldn’t compete against their four-stroke counterparts on the tracks anymore at the top level. New AMA rules that allow 450cc four-strokes to compete against 250cc two-strokes, and 250cc four-strokes to compete against 125cc two-strokes that prompted Yamaha to build the YZ400F in the first place just weren’t fair anymore thanks to all of the advancements made in four-stroke technology. Some rules, however, were changed a bit in the amateur ranks that made it still plausible to own and race more cost-efficient two-strokes against four-strokes, but those rules came too late to make much of a difference in the big picture.
All-new plastic all around gives the 2015 YZ250 a more modern look.
Luckily, Yamaha realized a long time ago that enough people will always want two-strokes and with so many other manufacturers having given up on them, Yamaha felt there was enough of a two-stroke market out there to keep them in their lineup, and rightfully so. Many people prefer two-stroke motocross bikes over four-strokes for a number of important reasons; mainly because they are lighter, easier to work on and cost less to maintain (though some will argue that point). And many will tell you that two-strokes are just plain more fun to ride because of their light weight and snappy power, and that they make as good if not better off-road bikes than thumpers.
Yamaha’s foresight proved to be correct—16 years later, they are still offering the YZ125 and 250 in their lineup and have, once again, shown their loyalty to their two-stroke fans by giving both the YZ125 and YZ250 some loving for the first time since the mid-2000s, when both bikes got aluminum frames and other big changes.
The changes to the 2015 YZ250, however, aren’t huge but are very welcomed nonetheless. Perhaps the most welcomed change is visual. By giving the YZ all-new plastic—front and rear fenders, radiator shrouds, side number pates, front number plate, fork guards, airbox—and a new seat cover, the YZ250 has a more modern and fresher look. No longer does it look like a vintage bike. It really looks good. You’d be proud to have one in the back of your truck right now. Unlike its YZ-F brothers, however, the graphics aren’t in-molded and wear off quickly wherever the rider’s knees make contact with them, so the YZ250 doesn’t look as nice for long. Our graphics were already wadding up at the edges after our first ride on the bike. Bummer.
Maybe some day, 250cc two-strokes will be allowed to compete against the 250cc four-strokes at the pro level. If so, the YZ250 is ready to go.
If you look closely, you’ll see some other visual changes: the rear-disc guard, rear-brake caliper guard and front-brake hose guide are all now black. The real astute will notice that the rear sprocket is now shaped like the four-stroke’s.
To make your life a little more comfortable on the bike, Yamaha gave the YZ250 a new clutch perch that allows you to adjust the position of the lever. Nice.
Technically, the big news is the YZ’s new updated SSS fork—it’s the same latest-generation 48mm KYB Speed-Sensitive System fork that is found on the 2015 YZ250F and YZ450F models. Even with the recent onslaught of high-tech air forks these days, some still feel that the KYB SSS fork are the best in the business. We might be those who feel that way, too. They simply work well over a variety of conditions, are easy to adjust, and remain consistent. You just set them and pretty much forget them.
The new YZ250 also has 10mm wider footpegs and come fitted with Dunlop’s latest MX52 tires.
The rest of the bike remains pretty much the same as it has since it got its aluminum frame in 2006. It still has the same 249cc liquid-cooled reed-valve-inducted two-stroke motor. There’s no fuel-injection, of course; instead, it’s fueled by a 38mm Keihin PWK carburetor with power jet and throttle position sensor (TPS). On the exhaust side, there is Yamaha’s YPVS power-valve that adjusts itself according to rpm to maintain optimum power through out the powerband.
The YZ250 is still a great-handling and light bike with tons of peak power.
It has a five-speed transmission and a cable-actuated clutch with a barrel adjuster at the lever assembly so you can make quick adjustments on the fly.
As mentioned the YZ250 has an aluminum frame, and the subframe is removable.
Both the KYB shock and fork are fully adjustable, which includes separate adjusters for high- and low-speed compression damping on the shock.
The YZ also has offset handlebar mounts and tapered aluminum handlebars.
There isn’t much different to report when it comes to the Yamaha’s performance on the track, just that it feels much like it has over the past eight years, but, as strange as it may sound, that’s not a bad thing at all. By the time the other 250cc two-strokes had vanished, the YZ250 was already one of the best in the class, only the Suzuki RM250 might’ve been better at the time. Up until last year, the only competition the YZ250 had was the KTM 250 SX, now it also has the Husqvarna TC250 (which is essentially a KTM in white plastic). Still, do this day, the YZ250 is still a fantastic motocross bike that didn’t need a whole lot of changes anyway. It’s still competitive against the KTM, which has seen many changes over the years.
Our first day on the 2015 YZ250 reminded us just how fun riding two-strokes can be, especially the YZ250. We recently spent the entire day at Glen Helen riding the bike and not once did we make a clicker change to either the back or front ends. We just set the ride height and off we went.
CN test rider Jason Abbott fell in love the YZ250—again.
After a long stint on the track, veteran Cycle New test rider Jason Abbott came in and said: “That is the most fun I’ve had on a bike since, well, the last time I rode the YZ250.” Unfortunately, his day ended all to soon with a bag of ice on his sprained ankle, the result of over-jumping a tabletop for the camera. That’s dedication.
Abbott, however, praised the bike for its featherweight feeling, snappy handling, excellent suspension and exciting motor. “And I love these forks,” he said. He also mentioned the light-pull clutch and slender profile.
What didn’t he like? After having to think about it for a moment or two, he replied. “Maybe, the front brake.” Many bikes nowadays have “oversized” discs, so perhaps he’s getting a little spoiled.
The bottom line is that the 2015 YZ250 is just as good as it ever has been—it just looks a lot better now. And it’s an encouraging sign that Yamaha gave the YZ250 some attention, which most likely means they plan on keeping the bike in its lineup for years to come. Let’s hope so. Yamaha will keep making it as long as people keep buying it, and we don’t see why they wouldn’t. It has many pluses. The YZ250 makes for a great practice-day bike, Vet-class race bike, and off-road bike (which is where most of these YZs will probably end up) and can be picked up for a reasonable price (MSRP $7150), not to mention, easily maintained by your own hands. Talk about value. Talk about fun.
Long live two-strokes and the YZ250.
Yamaha only makes so many YZ250s a year. If you want one, you better get one quickly.
SPECIFICATIONS
2015 Yamaha YZ250
MSRP: $7150
ENGINE TYPE: 249cc liquid-cooled 2-stroke; reed-valve inducted
BORE X STROKE: 66.4 x 72.0mm
COMPRESSION RATIO: 8.9~10.6:1
FUEL DELIVERY: Keihin PWK38S carburetor
IGNITION: CDI
TRANSMISSION: Constant mesh, 5-speed multiplate wet clutch
FINAL DRIVE: Chain
FRONT SUSPENSION: Speed-Sensitive System inverted fork; fully adjustable
FRONT WHEEL TRAVEL: 11.8-in.
REAR SUSPENSION: Fully adjustable single shock
REAR WHEEL TRAVEL: 12.4-in.
FRONT BRAKE: Hydraulic single-disc brake, 250mm
REAR BRAKE: Hydraulic single-disc brake, 245mm
FRONT TIRE: 80/100-21 MX52 Dunlop
REAR TIRE: 100/90-19 MX52 Dunlop
WHEELBASE: 58.3 inches
SEAT HEIGHT: 39.1 inches
GROUND CLEARANCE: 15.0 inches
FUEL CAPACITY: 2.1 gallons
COLOR: Team Yamaha Blue/White
CLAIMED WET WEIGHT: 227.0 pounds
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