The Yamaha Corporation is a historically recognizable Japanese brand. The company was established in 1887 and currently distributes their products worldwide. Among the brand’s first motorcycles to be produced include the YA-1, which was released in 1955 and featured a two-stroke, 125 cc engine.
Since then, Yamaha have gone on to produce a series of highly popular models, including the FZR750, the XJ6, and the XT350. Our wide selection of Yamaha repair manuals are fully researched and written by experts with hands-on experience, and provide you with all the technical information, step-by-step guidance and images you need to fully repair, service and maintain your vehicle.
In this manual, descriptions of installation, removal, disassembly, assembly, check, and adjustment procedures are laid out with the individual steps in sequential order. The manual is divided into chapters and each chapter is divided into sections. The current section title “1” is shown at the top of each page.
Sub-section titles “2” appear in smaller print than the section title. To help identify parts and clarify procedure steps, there are exploded diagrams “3” at the start of each removal and disassembly section. Numbers “4” are given in the order of the jobs in the exploded diagram. A number indicates a removal or a disassembly step. Symbols “5” indicate parts to be lubricated or replaced. Refer to “SYMBOLS”.
A job instruction chart “6” accompanies the exploded diagram, providing the order of jobs, the names of parts, the notes in jobs, etc. Jobs “7” requiring more information (such as special tools and technical data) are described sequentially.
Complete service repair workshop manual for the: Yamaha YZ250 YZ 250 Two Stroke This is the same manual motorcycle dealerships use to repair your bike.
New suspension and a more modern appearance enhance a pair of classic Yamaha two-stroke motocross machines. Yamaha’s YZ250 (left) and YZ125 (right) are back and better than ever in 2015. A styling makeover and fresh suspension components are keeping the Blu Cru’s two-strokes viable in a four-stroke-dominated dirtbike world. “We sell fun.” Whenever I see the Yamaha name or watch one of its motorcycles go by, that’s the first think that echoes in my head. It’s a credo that I heard Bob Starr, Yamaha Motor Corporation USA’s General Manager of Communications, recite over and over again during my earliest days in the industry, and it has stuck with me ever since.
Those words were ring-dinging through my conscience in concert with the beautiful high-pitched sound of Yamaha’s 2015 YZ125 and YZ250 two-strokes at Glen Helen Raceway on a sweltering hot Tuesday afternoon as I tried my best to give current World Off-Road Championship Series number-one plate holder Robby Bell a hard time by cutting off half the course and jumping back in front of him every time he passed meWait, should I say “lapped” me? Well, technically, if I am cutting the track, he is really just passing me again Ah, it doesn’t matter. We were both having too much fun to keep track of laps and passes. Bell was being his usual blazing-fast self aboard the 2015 YZ250, while I spent time reacquainting myself with perhaps the single most fun-sized engine displacement on the planet by wringing the hell out of the 2015 YZ125’s motor. If it weren’t for the 108-degree heat, we might have kept going all day. That’s just how much fun Yamaha’s two-stroke motocross machines are.
You’ll want to ride ’em until you drop. The 2015 YZ two-strokes have received a major restyling to give them a more modern appearance. Save for the fuel tanks, the bodywork is all new.
So are the graphics. Truth be told, since two-strokes have been out of vogue in AMA National motocross competition for a long time, no one could have blamed Yamaha for going the route of its “Big Four” Japanese competitors and dropping 125cc and 250cc two-strokes from its dirt lineup entirely, but we’re glad Yamaha didn’t. YZ125s and YZ250s are still available on showroom floors every year, and every year motocross purists, two-stroke fans and dirtbike riders with a head for value snap them up like there’s no tomorrow. Except that in the case of the YZ two-strokes, there is a tomorrow. As if it hasn’t already been proven, Yamaha officials say that the company remains committed to its two-strokes for the long haul, and 2015 is a prime example of that commitment. Yamaha is not only keeping the YZ125 and YZ250 in its lineup, but the company has actually invested a few R&D dollars to upgrade both models and make them the best production two-stroke YZs the planet has ever known.
The latest 48mm KYB Speed Sensitive System cartridge fork found on Yamaha’s four-strokes has been fitted to both the YZ125 and the YZ250. Springs and valving are different for both machines.All-new styling from stem to stern is the most visible outward change. It gives the two-strokes a stronger resemblance to their fancy-shmancy four-stroke sisters. The front fender, radiator shrouds and graphics, number plates, fork protectors, airbox, seat cover and rear fender are all new, but there’s more to the 2015 YZ two-strokes than just new bodywork. Both machines get the latest 48mm KYB Speed Sensitive System cartridge fork that provides 11.8 inches of travel up front. A fully adjustable KYB shock with Yamaha’s slick, friction-reducing Kashima coating is bolted to a rising-rate linkage suspension system to provide 12.4 inches of travel out back. The only real differences are in the valving and the springs.
The YZ125’s fork is spec’d with lighter springs. It gets.42 kg/mm fork springs and a 4.7 kg/mm shock spring, compared to.44 kg/mm and 4.9 kg/mm respectively for the YZ250.
Both machines also get a new adjustable clutch perch that allows the rider to easily select a clutch lever position for maximum comfort. That only makes sense, as you’re liable to spend a little more time fanning the clutch on a two-stroke anyway, right? Other minor changes include design revisions to the rear sprocket, rear brake disc protector and rear brake caliper protector. The YZ250 motor with its low-boy pipe is on the left, while the YZ125 with its more upward-routed pipe is at the right. Both machines still rely on good old-fashioned carburetors to deliver their premix through reed valves and into their respective combustion chambers. A Yamaha Power Valve System alters the exhaust port to broaden the powerband on both machines. But it’s the heart of these premix burners that defines them.
Their snappy power is classic two-stroke all the way, assisted by Yamaha Power Valve Systems (YPVS) that broaden their torque and power delivery by raising and lowering their exhaust ports (and thus altering the engine compression ratio). It’s interesting to note that, unlike their four-stroke sisters, the YZ125 and YZ250 both feature undersquare bore and stroke figures. The 125’s is just barely so, measuring 54.0 x 54.5mm, while the 250’s is more pronounced, measuring 66.4 x 72.0mm.
Just imagine how freakish the YZ250’s powerband might be if it carried the same 77.0 x 53.6mm bore and stroke as the YZ250F. It might give whole new meaning to the term explosive power! The YZ125 may lack displacement, but it can shred a corner with the best of them. DBC guest test rider and reigning WORCS Champion Robby Bell said that he was surprised how the 125’s stout-mid-range and shrieking top-end allowed him to carry third gear through some of Glen Helen Raceway’s rutted corners. As we learned with Robby Bell’s help, however, there’s really no need for further development to achieve a change in power.
Both of these machines have plenty of beans for all but the hardest of hard-core motocross racers. The YZ125 is probably best suited strictly for motocross track use (although we’d love to get our hands on one and see just what we could do to make it an effective off-road bike), but that didn’t stop our WORCS Champion guest tester from having a riot on the screaming blue tiddler at Glen Helen. “The YZ125 is definitely a mid-range to top-end performer,” Bell said.
“It’s a real screamer, like every 125, but I was actually surprised at how, once I got into my flow, I could stuff it into a corner and clutch it one time, and it would jump into the mid-range pretty quickly. It’s pretty forgiving for such a small motor, and it definitely makes the most of that upper mid-range and top-end.
What surprised me was that there were a lot of corners where I could actually carry third gear. Usually, with 125s, you have to shift so much, but I was impressed that there were some corners where I could just use a little bit of clutch to keep it driving.” The YZ125 is an absolute feather in the air. While the YZ125 is primarily intended to smooth the transition of young motocross riders coming off of an 85cc two-stroke, full-sized adults might be surprised at just how much zip the YZ125 has on the track. “The fun factor of this bike? It’s so high there’s no comparison to anything else out there,” Bell said. “Sure, it’s more work if you really want to go fast because you have to really push hard everywhere, but it is a lot of fun to try.” It’s also an excellent way to improve your speed on a bigger bike.
![2015 yz250 plastic kit 2015 yz250 plastic kit](/uploads/1/2/3/8/123856340/809787435.jpg)
That may sound a little backward, but if you want to go faster on a machine with more power, you should practice on a 125. Philosophically speaking, a 125 can still play an important and all-too-often forgotten role as the perfect machine to help aspiring young racers transition from 85cc two-strokes to four-strokes. That additional “work” of which Bell speaks is really not work in the strictest sense but rather a strengthening of such moto fundamentals as carrying optimum corner speed and conserving momentum.
Smoothness is the key to speed on a 125, and that translates to even more speed when a rider graduates to larger displacement machinery. The YZ125 is the perfect tool for learning how to be smooth. The beauty of the 125 lies in its ability to teach young riders the key fundamentals of corner speed and momentum conservation. It isn’t just fun to ride. It’s also a training tool that will make riders faster when they graduate to bigger, more powerful machinery.
“It definitely makes a difference, and for me as a racer it is making a huge difference in the way that four-stroke-reared kids are riding the tracks these days,” Bell said. “On a four-stroke, you can just straight-line it into a corner, make a 90-degree turn, just smash the rut and then drop the hammer and go.” That may be the easiest way to get the job done, but the four-stroke’s abundant low-end torque fosters a point-and-shoot style that won’t necessarily net a rider the fastest lap times. “On a two-stroke, even on a 250, you set up a little wider, flow and carry more corner speed,” Bell said. “I think there is a lot of benefit to riding a two-stroke, especially a 125, as far as teaching corner speed and momentum. If you transitioned the lines that you learned in order to go fast on a 125 over to a four-stroke, I think you would be unbeatable.” The YZ250 can still shred berms with the best four-strokes on the market. The key to happiness on Yamaha’s quarter-liter diesel, says Robby Bell, lies in getting the most out of its ample mid-range power. Don’t shift it too early and don’t overrev it, and you’ll find happiness.
Naturally, the YZ250 allows the rider to be a tad lazier since it makes so much more torque and has a wider powerband than a 125. For a two-stroke, it is surprisingly friendly in its ferocity. “The 250 is more of a mid-range motor for sure,” Bell said. “The meat of the power is in the mid-range. It will rev out if you need it to, but you can start to feel it fall on its face a little on the top-end. Off the very bottom it doesn’t quite have the pop to get you out of a loamy corner without clutching it, but if you keep your momentum up and keep it in the mid-range, it pulls really well.” Both machines feature fairly slick-shifting transmissions and smooth, linear clutches.
The 250’s transmission is a five-speed, while the 125 gets one extra gear and closer ratios to help keep it singing within its narrower powerband. Bell said that both machines were smooth and positive during upshifts, but he did notice one slight annoyance with the YZ125 when downshifting. “Shifting down from third to second under braking on the 125 demands extra concentration to guarantee that the shift is made,” Bell said. The YZ250’s backbone-style aluminum chassis is stable at all speeds and extremely neutral in the air. Neither machine possesses Yamaha’s excellent bi-lateral beam aluminum chassis, but their traditional backbone-style aluminum chassis are far from over the hill. Bell was clearly pleased at how well both bikes steered, flew through the air and tracked through Glen Helen’s notorious ruts. “You have to commit when you’re diving into a corner, but they both go wherever you put them,” Bell said.
“They follow ruts exactly like you want them to. They’re both light and flickable, they both turn really well and they’re both super-stable.” Partial credit for the excellent handling is due the KYB suspension found on both YZs. It’s the same basic hardware as the units found on the YZF models, which arguably puts it on the cutting edge among conventional spring forks. Yamaha has done a good job sorting out the SSS fork for the two-stroke models. The KYB shock also holds up its end of the deal very well on the 125, but not quite as well on the 250, according to Bell. “Suspension has never been that critical on a 125 to me because the bikes are so light to begin with, but the YZ125’s is really, really good,” Bell said.
“I would maybe rework the valving just a little bit to make it a little stiffer for my weight, but overall it was excellent for the conditions we had at Glen Helen. While Bell got along reasonably well with the stock suspension on both the YZ125 and the YZ250 (shown here), the fork and shock valving in both machines was a little soft for his tastes. “When I first jumped on the YZ250, I felt that the shock could maybe absorb some of the chop a little better under braking, so we backed out a little bit on the high-speed compression, but then it got a little wallowy,” Bell added.
“I would still take it the way it is without going back in on the high-speed, but if it were my bike I would definitely change the valving in the shock. The fork is really good on the 250.
It tracks really well. I noticed just a little harshness low in the stroke under heavy, heavy braking, but we were able to adjust the compression and dial that out.” Both machines also boast strong brakes, with wave rotors at both ends. Up front is a 250mm rotor with a twin-piston caliper. Out back, a 245mm wave rotor with a single-piston caliper gets the job done. “You don’t really need awesome brakes on a 125, but the Yamaha’s are really good anyway,” Bell said.
“They are strong, but they aren’t too touchy, so I didn’t find myself accidentally locking them up anywhere, and that’s a good thing. I did notice that on the 250, however, the rear brake was a little easier to lock up, and it also started squealing.
That could be dirt, or it could be the pad compound. KTMs tend to do that a lot. It doesn’t affect the performance of the brake, but you just notice it.” Of course, you can’t have fun if you’re not going comfortable, but YZs were comfortable enough for Bell’s 6-foot frame. Their layouts are similarly flat and narrow, their seats are slim with “gripper-style” covers that deliver plenty of traction, and both bikes offer come with adjustable top clamps that allow the rider to move the aluminum handlebar on both bikes to tailor the riding position.
Bell required no adjustment to be happy, but the adjustable top clamp is still a nice feature. A screaming two-stroke and a deep track with plenty of grip to rip. What could be better? “I dropped right on the 250 and immediately felt comfortable,” Bell said. “I have long legs, so I can get cramped really easily. Other two-strokes I’ve ridden make me feel like my knees are up in my face, but the YZ250 was really comfortable for me. I was really happy with the bar bend, and the levers felt really good.
I felt a little more cramped on the YZ125 than I did on the 250. The bars felt good, but the seat-to-pegs relationship is a little tight for my legs.” We could go on about how the 2015 Yamaha YZ125 and YZ250 are as raceworthy as ever, and how they offer excellent bang for the buck with the added bonus of lower maintenance costs thanks to fewer moving parts in their two-stroke engines.
That’s all true, but at the end of the day, their strongest selling point was evidenced by the big smile on Bell’s face. “I’m glad Yamaha still makes these bikes,” he said. 2015 Yamaha YZ125 Specifications MSRP: $6390 Engine Type: 124cc liquid-cooled 2-stroke; reed-valve inducted Bore x Stroke: 54.0 x 54.5mm Compression Ratio: 8.610.7:1 Fuel Delivery: Mikuni TMX 38 carburetor Ignition: CDI Transmission: Constant mesh, 6-speed multiplate wet clutch Final Drive: Chain Suspension Front: Speed-Sensitive System inverted fork; fully adjustable, 11.8-in. Travel Rear: Fully adjustable single shock; 12.4-in. Travel Brakes Front: Hydraulic single-disc brake, 250mm Rear: Hydraulic single-disc brake, 245mm Tires Front: 80/100-21 MX52 Dunlop Rear: 100/90-19 MX52 Dunlop Seat Height: 38.4 in.
Wheelbase: 56.8 in. Ground Clearance: 14.4 in. Fuel Capacity: 2.1 gal. Claimed Wet Weight: 209 lbs. Color: Team Yamaha Blue/White.Wet weight includes the vehicle with all standard equipment and all fluids, including oil, coolant (as applicable) and a full tank of fuel.
2015 Yamaha YZ250 Specifications MSRP: $7290 Engine Type: 249cc liquid-cooled 2-stroke; reed-valve inducted Bore x Stroke: 66.4 x 72.0mm Compression Ratio: 8.910.6:1 Fuel Delivery: Keihin PWK38S carburetor Ignition: CDI Transmission: Constant-mesh 5-speed; multiplate wet clutch Final Drive: Chain Suspension Front: KYB 48mm Speed-Sensitive System inverted fork; fully adjustable, 11.8-in. Travel Rear: KYB fully adjustable single shock, 12.4-in. Travel Front: Hydraulic single-disc brake, 250mm Rear: Hydraulic single-disc brake, 245mm Tires Front: 80/100-21 MX52 Dunlop Rear: 110/90-19 MX52 Dunlop Seat Height: 39.1 in. Wheelbase: 58.3 in.
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Ground Clearance: 15.0 in. Fuel Capacity: 2.1 gal. Claimed Wet Weight: 227 lbs. Color: Team Yamaha Blue/White.Wet weight includes the vehicle with all standard equipment and all fluids, including oil, coolant (as applicable) and a full tank of fuel.
Bonnier Corporation Privacy Policy This policy was last updated on May 16, 2018. At Bonnier Corporation, your privacy is important to us. This Privacy Policy applies to all of the products, services, and websites offered by Bonnier Corporation and its subsidiaries or affiliated companies (collectively, 'Bonnier'). To better protect your privacy, we provide this notice explaining our privacy practices and the choices you can make about the way your information is collected and used by Bonnier. Bonnier acts as a “data controller” for the purposes of the EU’s General Data Protection Regulation. Bonnier has appointed a Data Protection Officer for you to contact if you have any questions or concerns about Bonnier’s personal data policies or practices.
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If you have any questions or concerns about this Policy, or if you think that we have used your personal information in a manner inconsistent with this Policy, please contact us at: Privacy Department Bonnier Corporation 460 North Orlando Ave., Suite 200 Winter Park, FL 32789 If we receive a complaint from you, we will contact you in an attempt to address your concerns. If we are not able to resolve a complaint, we will participate in appropriate independent recourse mechanisms as necessary. Bonnier Corp. Website Data Disclosure This policy was last updated on May 25, 2018 Bonnier Corp. And its brands use cookies to identify your individual device so that we and our third-party partners can efficiently target you with content and advertisements that will be relevant to you, based on the pages you visit on our site(s) and other websites across the internet. Bonnier may collect information such as the type of browser you use, your operating system, your IP address, the type of device you are using to access the site, and the domain name of your Internet Service Provider. This information, by itself, does not permit individual identification, meaning that you will remain anonymous.
However, if you elect to provide us with personally-identifying information during your visit, that information may be linked to your IP address, or to your email address where we may have that on file through other Bonnier Corp. Products or services. When you visit our websites, we and our third-party partners send cookies — small, removable data files – to your computer. We use cookies to uniquely identify your browser, which allows us to enhance and personalize your online experience at Bonnier websites.
For example, cookies allow us to recognize you when you return to a website and present relevant content to you when you visit. Most browsers are initially set up to accept cookies, but you can configure your browser to warn you when cookies are sent, or to refuse all cookies. Some of the features and services of Bonnier websites may not operate properly if your cookies are disabled. Cookies, by themselves, do not provide us with any personally-identifying information.
On our websites, we may also use tiny graphic images called pixel tags, web beacons, or clear gifs. These tiny images help us to analyze our users' online behavior and collect other data, such as page views or advertising responses. Pixel tags also allow us to send you email in a format that you can read, and let us know when you have opened an email message from us. Pixel tags may also be used to deliver cookies.
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Some of our websites also use third-party advertising companies to serve ads when you visit. These companies may use non-personally-identifying information about your visits to this and other websites in order to provide advertisements about goods and services of interest to you. We work with reputable third parties that provide data tracking and collection technologies in order to:. Present or serve the advertisements you may see at Bonnier websites;. Deliver and track email communications;. Process purchase orders through e-commerce transactions;.
Fulfill print and digital subscription orders; and. Provide marketing leads to third-party organizations (where you have agreed to allow us to do so). These companies may collect information about you on our behalf.
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We require that these parties agree to process any such information based on our instructions and in compliance with this Privacy Policy and any other appropriate confidentiality and security measures. We allow third-party companies to serve ads and/or collect certain information when you visit our website. These companies may use information you have shared (e.g., click stream information, browser type, time and date, subject of advertisements clicked or scrolled over, email address) during your visits to this and other websites in order to provide advertisements about goods and services likely to be of greater interest to you. Our partners use this information to recognize you across different channels and platforms over time for advertising, analytics, attribution, and reporting purposes; any information collected is stored in hashed or non-human-readable form. These companies typically use a cookie or third-party web beacon to collect this information.
To learn more about this behavioral advertising practice or to opt-out of this type of advertising, you can visit. You may correct or delete any or all of the personal information you have provided to us at any time. To inquire about personally identifiable information that Bonnier has collected about you, or about other ways to correct factual errors in that information, please send us an e-mail. If you have previously accepted Bonnier Corp.’s use of cookies, but now wish to reject that instead, please visit our page.
For information on the data we store and how we use your data, please view our Privacy Policy.