( 11) Bolt-on parts. The X comes standard with a D.I.D.
O-ring chain and spring-loaded aluminum side stand.
Q: HOW GOOD ARE THE YZ250X’S GEAR
A: We have always felt that third gear on the YZ250
was too far away from second. When you shift from second to third on the YZ250, there is often a little bog. The
tighter second-to-third gear ratios on the YZ250X eliminate
any doubt about the effectiveness of first, second and
third gears. It does however, make the upshift from third
to fourth a little more critical. On tight tracks, the MXA
test riders found that the jump to fourth gear wasn’t hard
to make as long as you revved third all the way to peak
before shifting up. As for fifth gear, what can we tell you?
It was way up there, and once in fifth, the YZ250X felt
like a Cadillac Eldorado in overdrive. We considered the
YZ250X’s fifth gear to be a Baja gear.
To answer the question, from first to third gear we
liked the YZ250X transmission more than the stock YZ250
gearbox; but, when we were in fourth gear or higher, the
YZ250 was much better suited to riding on tracks.
Q: IS THE YZ250X FASTER THAN THE YZ250?
A: No. In terms of pure speed and horsepower,
Yamaha’s engineers weren’t looking to build a fire-breather.
Instead, the YZ250X gives up brute strength with its lower
compression ratio and milder mapping for a more usable
two-stroke-style of power.
tuck in tighter to keep the vulnerable cones away from
tree stumps and rocks. The pipe is narrower by 35mm.
( 3) CDI. The CDI timing has been delayed in the mid-
to-high rpm for a broader and more gentle pull.
( 4) Transmission. Both first and second gears have
the same ratios as the YZ250, but third is closer to
second, fourth is further away and fifth is in another
dimension. The YZ250 and YZ250X share the same 14/50
final gearing. With first and second gears being identical
to the YZ250 ratios, the lower third gear on the YZ250X
would be like adding one tooth, while fourth gear would
replicate being two teeth taller and fifth gear an
amazing five teeth taller.
( 5) Clutch. The clutch spring rate has been reduced
by 10 percent for easier lever pressure.
( 6) Shift stopper lever. The shift stopper lever has a
support arm added for more positive shifting.
( 7) Suspension. The X offers the same industry-leading Kayaba SSS components as the YZ250, including
the same spring rates front ( 4. 3 N/m) and rear ( 48 N/m).
The only thing that’s changed is that the internal shim
stacks have been valved softer for better trail compliance.
( 8) Gas tank. The X has the same fuel capacity as the
YZ250, but the X offers a reserve fuel valve that kicks in
when 0.5 gallons are left in the tank.
( 9) Rear wheel. A terrain-specific 18-inch rear wheel
with Dunlop Geomax AT81 offroad terrain tires was
spec’ed on the YZ250X for better grip on rocks, roots
and muddy water crossings.
( 10) YPVS timing. The Yamaha Power Valve System’s
(YPVS) governor spring and preload settings open sooner.
2016 Yamaha YZ250X: Equipped
with a mellow engine, softer
suspension and a wide-ratio
gearbox, the 2016 Yamaha
YZ250X is built for cross-country racing, but has a motocross