Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/127801
As mentioned, we had a brief chance to ride the '97 YZ back to back with a '97 CR before this issue went to press, and when it comes to power, they are both very close. Extremely close. On our previously noted, wide-open test track, nei. ther of our testers felt they had any huge advantage over the other on either bike. When push comes to shove, though, they admitted, albeit hesitantly, that the slightly pipier Honda was a "smidgen" faster through the gears, but they readily agreed that the Yamaha was slightly easier to manage. Without question, Yamaha made all the right moves when it comes to the '97 YZ's motor, and the same can safely be said for the YZ's suspension. For the most part, we had no major complaints with the '96's suspension and the bike's overall handling package. Last year's legs were perhaps a little overly pliant for faster and heavier riders, but this no is longer the case. Stiffer springs, front (.40kg/mm to .41kg/mm) and rear (4.6kg/mm to 4.8kg/mm), provide better "hammerability" on the back. At least now you can keep the bars on the bike until you crash and bend them before visiting the aftermarkets. The grips are now a half-waffle design, which we welcome, and the footpegs are significantly wider for better footing and better support on the hard landings, or case-outs. To increase the Yamaha's overall durability and/ or efficiency, the chain guide has been reshaped and is lighter; the swingarm now pivots on longer-lasting Poly-lube bearings; the front motor mount bolt is larger than before, and the frame's headpipe has beefed-up gusseting. We liked the race-team looks of the new YZ, but after only a few good rides on our bike, the blue-colored plastic is beginning to lose its luster. The eyecatching tank decals too are showing sigus of wear, and none of us wear knee braces. We can only imagine how much new, Yamaha-made replacement graphics are going to cost. Overall, Yamaha definitely has another winner on its hands. All Yamaha can do now i's sit and wait and see what the other manufacturers have to offer. We already know that the YZ stacks up just fine against the Honda, but what about the Suzuki and Kawasa- (Above) All the new YZS have that factory race team look. (Above right) A shorter exhaust pipe and a lighter piston increase revs. (Right) The new YZ will cost $4799 - that's only a $50 Increase over last year's model. (Below) The YZ hooks up well off the bottom and pulls hard through the gears. ki? It should be interesting. 0 1997 Yamaha YZ125 track, and a new non-circulating-type cartridge Kayaba fork soaks up the slapdowns significantly better. Yamaha also changed the midspeed valve in the fork to keep the front end from sagging. The Kayaba rear shock was revalved as well, and, just like last year, the YZ's back end tracks well. Yamaha did all the leg work for you when it comes to suspension setup. We fiddled around with the damping adjustments in the back and basically found that stock is best for average riders - like us. In other words, we liked the stock settings, especially up front, but one tester preferred going one "click" quicker on the rebound with the rear shock. Yamaha recommends 95mrn of sag in the back. Again, back to our high-speed test track, where small bumps suddenly turn into mountains, and where stability and headshake come into play, the Yamaha shined brightly. The YZ is very stable at speed, and, backing off the throttle from top gear over sharp-edged. braking bumps hardly produces any headshake. We like that. The Yamaha also turns as well as ever. A new front brake disc, one with smaller but more numerous weight-saving holes in it, is said to improve friction, according to Yamaha. To be honest, we couldn't tell the difference, but overall braking action, both front and rear, is still first rate on the YZ. Only once in a while we could have used a bit more squeezing power up front, but we could not have asked for any better feel. We rode the Yamaha in a variety of conditions, and the stock Dunlop K490 (front) and K695 (rear) tires provides adequate grip, as they should for intermediate-grade tires. Yamaha rut upon just about every detail with the '97 YZ. For one, Yamaha finally ditched its old, uncomfortable handlebar for one that is 8mm wider, 24.7mm taller and offers far less sweep ~ifications Engine type Displacement Uquid·cooled. 2·stroke ... 124cc Bo.. x strGk. . 54 x 54.5mm Camp lon ratio 8.5·10.4:1 Starting system . Kick Carburetor Mikuni TMX36SS Transmission Constant mesh. 6·speed Primary reduction ratio .. , .64/19 (3.368) Secondary reduetiOfl ratio .50/13 (3.846) Electrical . . . . . . . .. . . , ..... CDi Frame type Semi double cradl~ easter angl. . , , .5.6 Trail. . . . . . . . . , .4.21 in. S ........sion .inverted, 46mm. telescopic fori<. non·circulating Kayaba Swingram Clink suspension). Front Rear Kayaba Front travel 11.8 in. 12.4 in, Rear n .. Front Rear ...... ,Dunlop K490 80/100·21 Dunlap K695 100/90-19 _ Front Rear O/A 0/A wldlIl O/A WIJ •••_ 245mm 9ingIe disc , _ 22Omm single disc 84.2 in. 32.6 in. 51.7 in. , Gr.-d~ Dry (claimed) F cap. c't, MSRP , 56.9 in. 15.7in. , ....• 193 Ibs. 2.1 gal. $4799