By Jody Weisel

The YZ250 experience goes back to just before there was a YZ—to the DT-1 250. I have raced through the Yamaha twin-shock, monoshock, dog-bone and speedo-and-tach eras. I’ ve ridden white, silver, yellow, magenta and azure Yamaha YZ250s. And although We didn’ t like every YZ250, I did love some of them. To me, and maybe only to me, the greatest motocross bike ever made is the 2006-2015 Yamaha YZ250 two-stroke (after that they got a little lengthy in the tooth, but are still very good bikes). It epitomizes the fantastic era of two-stroke motocross, with just enough high-tech wizardry to make it the sweet ride today.

I think my two-stroke decision continues to be smarter than most of the MXA gangs four-stroke choices, because I am a two-stroke guy at heart—albeit one who makes his living racing and screening four-strokes. And I know it was easier for me to build a full-race Yamaha YZ250 than a money sucking four-stroke, because I have built many versions of this bike over my career. I am aware how to make it better in my sleep.

These are the techniques I took to improve MXA ‘ s 2014 Yamaha YZ250 — they apply at every YZ250 made over the last twelve years. These are my steps, a person don’ t have to follow them and you don’ t have to purchase any parts—because in stock cut the YZ250 is a “ buy-it and race-it” bike. This is just the stuff I chose to do to my bike based on years of YZ250 experience… not to mention experience with my own personal foibles.

STEP ONE:

It will help that I have ridden Broc Glover, Micky Dymond, Damon Bradshaw, Rick Johnson, Jeremy McGrath and Chad Reed’ s works YZ250s. And, it also helps that I had a full-race Chad Reed YZ250 of my very own back in 2008 (works suspension and everything). Unfortunately, I couldn’ big t handle the power of Chad Reed’ s engine, so I detuned it—to the dismay of Mitch Payton who thought I was crazy.

For me, step one was to construct an engine that was fast plus powerful but manageable. My Chad Reed YZ250 experience taught me personally that I didn’ t need a good explosive, race-gas-fueled works engine. Therefore , this time, when I asked Mitch to port my YZ250 engine, I turned him down when he or she offered to give me all the works trickery that I had back in 2008. Instead, I told him I wanted Pro Circuit’ s custom porting mated to a milled cylinder head that could burn pump gas. The engine function, which Mitch did himself, price $379. 95.

STEP TWO:

This year, Yamaha went to a global spec for the YZ250. This meant less compression setting in the cylinder head and a 75mm-longer muffler—all in the name of making the bike run on Namibia gas, as well as Beverly Hills gas. As it sits on the showroom floor, the 2013-15 Yamaha YZ250—and most of its clone-like brethren to 2006 pump out around 46 horsepower. I know I said that I wanted a more manageable powerband, but I didn’ t want to give up four horses to a KTM 250SX or nine horses to a KX450F in the land rush to the first turn.

The porting and mind mods were step one, but they were only part of my four-stage master YZ250 engine plan. The plan has been simple and relatively cheap (compared towards the cost of the same mods on a four-stroke). Stage two of my master plan was a $239. 95 Professional Circuit platinum pipe. (A younger and stupider me would have eliminated for the non-plated, raw-metal, Works tube, but I don’ t possess the time to spend rubbing my tube with a Scotch-Brite pad anymore. ) I also added a $119. ninety five Pro Circuit R304 silencer. It is one-half the size of the stock silencer, which is okay with me, because Our don’ t plan on racing to be able to Namibia ever again after what happened keep working for time I was there.

Aftermarket exhausts are a quick and easy way to find a reducing your weight horsepower on a two-stroke.

STEP THREE:

I felt like I had investment to burn, so for next step, I called Steve Tassinari combined with ordered up a Moto Tassinari VForce3 reed valve. At this point, My family and i only had $680 invested in by myself YZ250 engine (less than what it will cost for a four-stroke exhaust pipe). This was a no-brainer, because I have in times past relied on Moto Tassinari reeds when it comes to the YZ250. Plus, it all (or a clone version towards it) comes stock on the YZ250’ s main competition, the KTM 250SX.

The unique VForce3 reed cage features double the very reed-tip surface over the stock YZ250 reed. This means that the reed padding only travel half the distance for the similar airflow, and they flutter less. Typically the payoff is in an improved midrange as well as better throttle response. At $148, the reed pushed my algorithm budget up just over $800. My family and i still had a little wiggle place, if I wanted to stay below the associated with a titanium four-stroke system—and there seems to be only one step left in my four-stage engine plan.

This LightSpeed graphite rear brake scoop may seem valuable so much foof, but it is based on the news that Jean-Michel Bayle used on the woman works Honda 20 years ago. Foot brake draggers will understand how it works and what it does.

STEP FOUR:

One thing I learned in doing my Chad Reed days was that I personally don’ t need bark just as much as I need growl. I want to roll out of every turn with the throttle on and back wheel hooked up. As for the front circle, it should gently paw at the room, not stand at attention. Earlier experience has told me that a 9-ounce Steahly flywheel weight would accomplish the same goal and since virtually every factory YZ250 speed junkie ran a flywheel weight, I was ready in good company. It wouldn’ t cost me any horsepower, it might would turn the rat-a-tat-tat pressure delivery of a ported 250 two-stroke into a broader, torquier and more tractable bike. Best of all, at $109. 95, it gave me what I wanted as far as power without busting the bank.

The total engine package (porting, pinnacle, pipe, silencer, reed and flywheel weight) was under $960. Naturally , I had a few more purchases in mind. Truly added one tooth to the rear-side sprocket (from 50 teeth in order to really 51 teeth) and opted for per Renthal TwinRing sprocket, because a unique longer life will save time and money woman long haul. Additionally , I ran stronger Pro Circuit clutch springs. It has to be taken into account that I didn’ t have an bodily budget, and I was under n’ constraints to save money on this project. I was able to spend as much as I wanted, but I just still didn’ t want to throw away cash.

STEP 12:

I think that the Kayaba SSS suspension is the cat’ s meow of production suspension systems and on our own YZ250 it is even better than by the four-strokes. Why? Because the YZ250 possibly be 218 pounds, and it got spec’ d during a more generous R& D time at Yamaha, what type meant an 18mm shock canal and amazingly versatile damping descriptions.

The 2006-2015 Phazer YZ250 has works-like suspension when compared to the stock KTM, Honda, Suzuki as well as Kawasaki. Many riders could get the Yamaha and race it within the exact same day. But , I’ m plumper than Yamaha’ s ideal 175-pound target rider. Neither spring percentage rate (front nor rear) will serve for my body mass index. By the front, I can bottom the forks, and on the rear, I can’ h get the proper race sag since free sag—which is a telltale using the that I need a different shock result.

The plus for you was that I didn’ t just revalve the front or the rear. I was suffering from Bones Bacon throw in a set of more rigid 0. 45 fork springs while I went looking for a 4. 9 kg/mm titanium shock spring. There was tough. My usual source for titanium springs, DSP, was no longer getting them. Instead, DSP had built a new line of silicon-chromoly steel arises that had the properties most typically associated with Ti and were only $89. I was thinking about going with the molybdenum and chrome spring when DSP called and furthermore said that they found their really last titanium spring on a dusty level in their warehouse. As luck may it, it was a 4. dokuz kg/mm spring for a YZ250. Ought to you could buy this spring, that cost $600, but you can’ r buy it. And since it was the end one, DSP gave it in my experience.

Each forks cost $129. 95 for one’s springs and $109. 95 to the service (plus $19. 95 for use with fresh fork oil). The dampers spring was free, but if that miracle shock spring hadn’ longer appeared, it still would have no more than cost $89 for the DSP silicon-chromoly spring.

NEGLECT SIX:

Unlike you, a very faster engine doesn’ t make me faster; it just makes me disconnect sooner. But on the off ability that I get up to speed, I need good brakes to bring me returning to my senses. And “ extremely brakes” does not mean stock Yamaha braking system. I want KTM-style pucker power, as well as best way to get that is to go to a good oversize rotor. I have had outstanding luck with Moto-Master’ s 270mm Flame rotor. With a larger brake rotor, the braking power is upped significantly across the complete friction curvature, which means that there is more pucker electricity needs at low speeds and a lot more electrical at high speeds. Moto-Master’ beds 270mm Flame rotor cost $175, and the mounting bracket is $74. 95, which brings the brake pad total to $249. 95.

STEP SEVEN:

If there was a motocross confessional, I’ d be in there every Sun confessing that I’ m some sort of brake dragger. It comes from many of racing with pitiful drum brakes. I don’ t need more sturdy rear brakes; I need brakes your don’ t chirp, squeal or perhaps fade. I have several brake-saving recommendations.

(1) Simply put i set my rear brake coated up so that My own barely have any brakes ın any way at the start, because I know that a very few turns into the race, my foot brake fluid will start to expand.

(2) I run the rear braking system pedal as low as it will certainly go. On some brands, however cutting off some of the threaded master-cylinder plunger rod.

(3) Amazingly removed the disc guards. They are there to protect a corner rotor from damage, but I’ ve never damaged a butt rotor and prefer that the rotor spun in the breeze.

(4) I run a $65. 95 LightSpeed rear-caliper air duct. This carbon fiber air scoop dextre air onto the rear rotor wherein the bike is moving. (You don’ t need to worry about braking might when you are standing still. ) Don’ t scoff at the idea; Jean-Michel Bayle’ s works Honda had a rear-brake air duct on it.

STEP EIGHT:

The biggest selling motocross bike with regards to any year is a “ used” Yamaha YZ250. As long as it has SSS suspension it’ s ready to roost.

I’ t not much of a frills guy. This appears silly to race a practical but affordable two-stroke and then spend money on anodized doodads. I have a Pro Circuit aluminum alloy throttle tube (the ground proceeds jumping up and cracking an stock plastic one), a LightSpeed carbon fiber glide plate (not an immense skid plate), a brake snake (to keep the pedal close to the mode as it fades), and a Works Access hour meter (Tek-screwed inside the recesses of the YZ250’ s aluminum frame).

But , I’ mirielle not above a little vanity. Girl closely and you’ ll check out $49. 95 carbon fiber fork tote guard on the right fork suupport, a $169. 95 CNC-machined valeur Pro Circuit clutch cover, or a $24. 95 Cycra YZ of front fender and number plate who definitely are especially molded to allow Yamaha two-stroke owners to upgrade their bikes within the new-generation 2015 YZ250 front fender. (Even though I think the new fender is ugly, it is the one YZ250 plastic piece on my bike which wasn’ t seven years old. )

As a final step, after having a bike was completed and ran a few times, I added a complete UFO Plastic’ s YZ125/250 restyle package deal. It was a bolt-on kit, these include radiator shrouds, both fenders, ligne number plate and side enquête, that mimicked the look of the 2013 Yamaha YZ250F plastic. The YZ250F plastic comes from a design the classroom known as “ arrow” design—because all things ends in a point. The kit retails for $225. Here is what the same dirt bike looked like with the UFO kit in it (plus Decal Works graphics).

Typically Jody’ s bike, the same just one as above, but with the complete UFO restyle kit. the 2015 process came stock with this same practical look.

STEP NINE:

I knew before The truth is built it that there was no avenue that I’ d be looking into starting line with the fastest bicycle on the track—that wasn’ t the things i was looking for. (Remember, I already bought that back in 2008. ) In lieu, I wanted the best all-around bike in regards to the track. It had to have power, genuinely fire-breathing power, but power that Possible put to the ground and keep there until the job was done. So , alongside my ported-and-piped YZ250 engine, My wife and i pushed the horses up to 1949 while broadening the spread out using a flywheel weight and a Moto Tassinari reed cage. It ran big, and by “ great” I mean Can roll it on sooner to have it on longer. It fully connected to the ground, but was still sun rays and airy… like a two-stroke will be.

Coming from a suspension standpoint, I never had a worry. The Kayaba SSS suspensions was flawless, and with stiffer coils, better brakes and a broad powerband, it could go where other bike couldn’ t. Well, they could, drinking water kicked, wheel-hopped and in general searched squirrelly doing it.

Worth, I loved what I built. My partner and i don’ t expect you to build relevant bike because I built this method for me and me alone. Your lifestyle, taste and peccadillos are different as opposed to mine. In a sport that is noventa percent man and 10 percent unit. All I wanted was 11 percent… and that’ s what I acquired.

A whole new version. For a 2014 it carry on and looks good.

Generally the post INSIDE JODY’ S CONSUMER YZ250 TWO-STROKE BUILD appeared initial on Motocross Action Magazine.