Jesse Ziegler | January 15, 2022
We spin some laps on Yamaha’s hot, revamped and exciting YZ125 two-stroker.
By Jesse Ziegler | Photography by Kit Palmer
I’ve written a few YZ125 stories. Some about Yamaha’s I’ve bought and restored on-the-cheap, some about new blue bikes I’ve tested as an entitled magazine snob. Guess what? They’re all the same. The YZ125 is awesome. It’s not like they built a bad Yamaha YZ125 in the past 20 years, am I right?
What we have been missing from the Yamaha team is some attempt to modernize the eight-liter, kick-start screamer. Now that we’re way out here in 2022 land, it’s about damn time that happens. Fresh off the heels of their 2022 YZ250 refresh (and what a joyous rebirth of Yamaha two-stroke sweetness that thing is), the new YZ125 is here and ready for its time to shine.
Like the 2022 YZ250, the ’22 YZ125 got a significant upgrade, which we are thrilled to see with any new 125cc two-stroke.
Last updated 15-plus years ago, today’s YZ125 has an all-new motor. Virtually everything is new inside, including an updated Keihin throttle-position sensor-equipped carburetor. A new 3D-map-controlled CDI unit controls spark. A new intake design and VForce4 carbon reed valve gateway brings the gusts.
Why all the new motor business? Well, Yamaha is under fire from the competition in the upper-rpm range of the upper-rpm-range class here. They built their new YZ125 to pull harder and longer than ever to keep in the front of the pack. They’ve always had an excellent bottom-to-mid feel, but now the YZ125s of the world are built to pull longer, too.
Updated ergos give the new YZ125 a trimmer and more modern feel.
On the track, the YZ125 is just as fun as ever. And, while holding a 125 intro in the shadow of Glen Helen’s massive up-and-downhills seems like a bold move, the reality is that the Yamaha is capable of being competitive on any track. I am keen on the bike’s new motor pull up top, and it retains enough bottom and mid to somewhat hide my miss-shifts and skill holes. Transmission shifts of the six-speed updated gearbox seem clean for a fresh bike and a ham-footed wannabe at the controls, and I didn’t feel the need to swap sprockets or monkey with that business.
Yamaha is focused on making their MX two-strokes more competitive and approachable for new riders. Their lower price points and simplicity are selling points at the dealer, for sure. Making the bikes better for more riders is a smart move. The YZ250 does this with a smoother power delivery that doesn’t take a two-stroke specialist to master. And the YZ125 has built a broader power delivery to encourage more riders to consider it, as well.
A new muffler design makes the YZ125 sing—even more than before.
I abused the clutch (somewhat apparent that’s going to happen here), and it didn’t back down from my cook-off.
There isn’t a massive motor balance improvement like we’ve seen in two-stroke updates from the Europeans, but the 125 harmonics are never much of a rider fatigue issue, and the refinement of the bodywork and ergonomics make the real feeling of two-stroke resonation quite enjoyable.
Speaking of enjoyable, you should hear this thing. Yamaha chopped a few inches off the silencer and re-shaped it a bit to be more compact, and the sound output is, well, spicy. She barks with purpose. And while it’s not an intimidating tone, it does turn heads in the pits worthy of an eye-wandering meme.
More new bits abound, mirroring most of the 2022 YZ250 updates. New ergonomics courtesy of a new fuel tank, seat and radiator-shroud system combined with rear body panels that fit better update the look and feel of riding the new YZ. Gone are the days of feeling vintage in a Yamaha two-stroke MXer. Like the YZ250, the saddle position and movement on the bike are comfortable and efficient, allowing precise body positioning for turns and easy adjustment otherwise.
Power is impressive!
Chassis componentry is similarly updated with new suspension refinements for the YZ125, improving an already great ride that is forgiving for riders up to about 175 pounds, max. I’m pushing 180 these days, and I was at the max of that poor rear shock spring most of my test day. The Yamaha family of motocross bikes are stellar performers in the suspension department across the board. They are consistently easy to set up, forgiving and comfortable despite their performance edge. The new YZ125 fits in here nicely.
Braking performance comes on strong and controlled with an updated system (same as the YZ250’s) that is knocking on the door of Europe’s highest-performing pieces. And in practice, the brakes on the YZ125 are great. An improvement over the old generation? Probably, but I think the old YZ125 stopped pretty well, too.
Interestingly, Yamaha has split up tire suppliers again on its motocross brethren, with the new YZ125 getting a dose of Bridgestone X20 meats front and rear. I’ve always been happy with the Bridgestone tire lineup across the board and look forward to more time on these to see how they fare. Our test day was good with them at Glen Helen, although I wouldn’t mind a bit more front-end bite.
Two hundred and nine pounds of pure MX fun!
If looks are your thing, the 2022 YZ125 will turn your crank, and it comes in super bro-style in a Monster Energy Yamaha Racing Edition with race-team-inspired colors and graphics for a couple of hundred bucks over stock MSRP ($6899 versus $7099).
I am a fan of all 125cc two-stroke motocross bikes. I like the purity of the ride and the no-B.S. experience and performance you’re in charge of. You’re not going for a ride here; you are in control of the entire ride. It’s basic and core. That’s powerful.
I’m here for 125s, not only for me but the health and future of the sport and the young rising stars of the racing circuit. A lot of young racers have skipped the 125 step. The new YZ125 proves that’s a terrible injustice to their motocross heritage.
Go ride a 125, I say. You will thank me for it later.CN
2022 Yamaha YZ125 Specifications
| MSRP: |
$6899 / $7099 Monster Energy |
| Engine Type: |
2-stroke, reed-valve inducted, YPVS, single |
| Displacement: |
125cc |
| Bore x Stroke: |
54 x 54.5.mm |
| Cooling System: |
Liquid |
| Compression Ratio: |
8.2-10.1:1 |
| Fuel Delivery: |
Hitachi Astemo Keihin PWK38S Carburetor |
| Ignition: |
Digital CDI |
| Transmission: |
6-speed |
| Clutch: |
Wet, cable operated |
| Frame: |
Aluminum, semi-double cradle |
| Handlebars: |
Aluminum, 2-position adjustability |
| Front Suspension: |
KYB Speed-Sensitive System (SSS), 48mm, USD fork, fully adj. |
| Rear Suspension: |
KYB single shock, linkage, fully adj. |
| Front-Wheel Travel: |
11.8 in. |
| Rear-Wheel Travel: |
12.4 in. |
| Front Brake: |
Single 270mm disc |
| Rear Brake: |
Single 240mm disc |
| Front Tire: |
80/100-21 in. Bridgestone Battlecross X20F |
| Rear Tire: |
100/90-19 in. Bridgestone Battlecross X20 |
| Seat Height: |
38.6 in. |
| Wheelbase: |
56.9 in. |
| Rake / Trail: |
26° / 4.3 in. |
| Ground Clearance: |
14.4 in. |
| Fuel Capacity: |
1.8 gal. |
| Weight (curb, claimed): |
209 lbs. |
