2020 YAMAHA YZ125X REVIEW
R I D E R E V I E W
P94
all-new two-stroke model, the
YZ125X.
Yes, the model might be new,
but not the technology. The
YZ125X is closely related to its
YZ125 cousin, which has been
hanging around since 2005–the
last time the YZ125 got a signifi-
cant makeover. The YZ125 did
get some attention in 2015 but
mostly in the styling department.
But the suspension was also
retuned. The 2020 YZ125X is a
YZ125 in off-road trim, featuring
softer suspension and a mo-
tor tuned for more bottom-end
torque, two best friends of the
off-roader.
Visually, the YZ125X and
YZ125 are nearly identical. The
kickstand, however, is a dead
giveaway that the X is not a mo-
tocrosser, and hard-core enduro
riders will quickly notice the
18-inch rear wheel and the X's
Dunlop AT81 tires versus the YZ's
Dunlop MX52s. Otherwise, you
can't tell the two apart.
Internally, the X has been
tuned for the trail. Now, this
doesn't mean that Yamaha
made it slower or less exciting;
instead, they just altered how
and when the power comes on
to make it more trail-friendly.
Compared to the YZ125, the X
has a slightly larger combustion
chamber, 10.1cc versus 8.4cc,
the power-valve is reshaped, and
its governor uses a stiffer spring,
resulting in the valve opening
later and slower. Ignition timing
has changed, too. Everything
else about the X is the same as
the motocrosser, right down to
the suspension, which has been
tuned a little softer for the trail
and for younger/lighter riders,
which Yamaha feels will be at-
tracted to this motorcycle.
The X also uses the same
transmission and internal ratios
as the motocross YZ, but the X's
final gearing is slightly lower with
its 50-tooth sprocket.
No, the YZ125X doesn't have
an electric start, but with this
bike, who cares? It's an easy mo-
torcycle start even if you do have
to kick it. We admit that we're
Off-roaders can see
the difference, but
to most, the YZ125X
could easily pass as its
YZ125 cousin.
