1997 Yamaha Yz 125
1997 YAMAHA YZ 125
QUICK RIDE
barkmaster in blue
WHEN IT COMES TO THE 1997 Yamaha YZ125, there's a lot more than meets the eye. Its appear ance and mechanical specifica tions may be strikingly similar to the `96 model's, but there are a lot of differences that you can't see.
Increased power, to start. If there’s any question about the ’97 powerplant making more juice, consider this: The rear sprocket is two teeth smaller, despite the fact that there are no internal gear ratio changes.
Yet somehow, the motor still manages to pull harder in every gear. Gone are the midrange monsters of yesteryear YZ125s-the ’97 model’s wide spread of power makes even a few 250s feel peaky. The responsible refinements include reduced piston weight, tighter exhaust powervalve tolerances, altered ignition timing and a new exhaust pipe. Also, to help cope with the extra ponies and improve durability, first and second gears were made wider, thus stronger.
Handling? Why yes, it’s better too. Already a class leader in chassis performance, the YZ125 was nevertheless discounted by naysayers who claimed that if it was faster, it wouldn’t work as well. Not
true. As the YZ’s engine performance has improved, its handling has remained impeccable. With the long, flat layout of the seat extending way up onto the fuel tank and the new higher bend of the handlebar, moving all over the bike is simple. Even the footpegs weren’t overlooked, as they too were made wider and stronger.
Both the front and rear suspensions remain externally similar to last year’s bike, but the fork’s new spring rate and non-circulating cartridge improve matters significantly. Where last year faster and heavier riders demanded stiffer springs, the new bike offers the right rates for everyone. The ’97 YZ gives a solid, compliant ride over gnarly supercross ob-
stacles while remaining plush on smooth outdoor tracks.
Out back, the shock’s performance matches that of the fork. Even given the disparity of weights and abilities amongst our test riders, only a click or two of adjustment was needed to dial-in the ride. Tweaking the fork’s or the shock’s damping adjusters has a noticeably more pronounced effect on the new bike-one click seems to accomplish what three clicks did before. The brakes, especially the front, have been similarly improved, with a newfound strength and stellar control.
Our only real complaint concerns the plastic. While the blue parts appear plenty sturdy, the white pieces-such as the rear fender and side numberplates-flap around too much. Not a performance issue, but an annoyance nonetheless.
Over the years, 125 s have gotten a bad rap for mating minimal power outputs with peaky powerbands that make them difficult to ride. Wrong on all counts. Today’s 125s have broad power spreads that are ample even for trail riding, and their light, agile feel makes even the lightest 250s feel burdensome. With its well-thought-out refinements, the $4899 YZ125 is pushing the limits of the 125cc class to a level that will be a challenge for any other bike, regardless of engine size, to match.
Jimmy Lewis
